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THE ROLE OF WALKING AND IN REDUCING CONGESTION

A PORTFOLIO OF MEASURES A PORTFOLIO OF MEASURES FLOW

DOCUMENT TITLE The Role of Walking and Cycling in Reducing Congestion: A Portfolio of Measures

AUTHORS Thorsten Koska, Frederic Rudolph (Wuppertal Institut für Klima, Umwelt, Energie gGmbH);

Case Studies: Benjamin Schreck, Andreas Vesper (Bundesanstalt für Straßenwesen), Tamás Halmos (Budapesti Közlekedési Központ), Tamás Mátrai (Budapesti Műszaki és Gazdaságtudományi Egyetem), Alicja Pawłowska (Municipality of Gdynia), Jacek Oskarbski (Politechnika Gdanska), Benedicte Swennen (European Cyclists’ Federation), Nora Szabo (PTV AG), Graham Cavanagh (Rupprecht Consult GmbH), Lepoudre (Traject), Katie Millard (Transport Research Laboratory), Martin Wedderburn (Walk21), Miriam Müller, David Knor (Wuppertal Institut für Klima, Umwelt, Energie gGmbH)

CONTACT Project coordinator: Rupprecht Consult Bernard Gyergyay: [email protected] Kristin Tovaas: [email protected] Project dissemination manager: Polis Daniela Stoycheva: [email protected]

CITATION FLOW Project (2016). The Role of Walking and Cycling in Reducing Congestion: A Portfolio of Measures. . Available at http://www.h2020-flow.eu.

IMAGE DISCLAIMER The images in this document are used as a form of visual citation to support and clarify statements made in the text. The authors have made great effort to provide credit for every image used. If, despite our efforts, we have not given sufficient credit to the author of any images used, please contact us directly at [email protected]

LAYOUT PEAK Sourcing

DATE July 2016

The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the INEA nor the is responsible for any use that may be made of the information contained therein.

www.h2020-flow.eu | FLOW on : @FlowH2020 | FLOW LinkedIn Group: FLOW Project A PORTFOLIO OF MEASURES FLOW

This text in this document is licensed under a Creative Commons Attribution-Share-Alike 4.0 International License. See http://creativecommons.org/licenses/by-sa/4.0/ Copyright is reserved for all images.

3 A PORTFOLIO OF MEASURES FLOW

Table of content

About FLOW 5

Executive summary 6

01. Introduction 8 02. General findings about the role of measures supportive of walking and cycling in relieving congestion 10 03. Case studies of measures supportive of walking and cycling 14 1. New York: New 19 2. Brighton: Lewes Corridor 21 3. : Advisory Cycle Lanes 23 4. Germany: Upgrading Cycling Facilities Following Technical Design Guidelines 25 5. : Cycle Highways 27 6. Ruhr Area: Cycle 30 7. Oxford: The Plain 32 8. Strasbourg: Reshaping Road Space at Pont Kuss 34 9. Ljubljana: Zones in the Centre 36 10. Münster: Bicycle Station (Bike + Ride) 40 11. Bordeaux: Bike Sharing to Ease Congestion Caused by Construction Works 42 12. Bolzano: School 45 13. : Green Wave for Cyclists 46 14. : Pedestrian Countdown at Signalised Junctions 49 15. Congestion Charge 52 16. : Campaign to Promote the Use of an Alternative Bike Route 54 17. London:Demand Management “Get ahead of the Games” 55 18. Gdynia: Campaign Promoting Walking and Cycling in Kindergartens 57 19. : B401 Viaduct Removal 60 20. : Comprehensive Development of a Bike-Friendly Inner City 61 04. Conclusions 64 05. References 69

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About FLOW

espite the acknowledged benefits of walking and The FLOW objectives are: cycling in terms of health, -time reliability • to define the role of walking and cycling in and cost effectiveness, motorised is still D congestion reduction; often the main focus of mainstream urban mobility policy. FLOW sees a need for: • to develop and apply tools for assessing the congestion-reducing potential of various • a clear link between (currently poorly measures supportive of walking and cycling; connected) walking and cycling, traffic performance and congestion. • to increase awareness of the congestion reduction potential of walking and cycling; • a paradigm shift wherein non-motorised transport, often seen from a transport policy • to actively support take-up of congestion perspective simply as a nice “extra”, is placed reducing walking and cycling measures by on an equal footing with motorised modes. public administrations;

• improving the understanding of walking and • to foster the market for new walking and cycling measures that have the potential cycling products and services for congestion to improve traffic performance and reduce reduction; urban congestion. • to communicate congestion reduction facts The mission of the FLOW project is to place non- on walking and cycling. motorised transport on an equal footing with motorised FLOW includes six partner : Budapest, , modes with regard to urban road traffic performance Gdynia, , and Sofia. All are employing and congestion. It will achieve this by developing the FLOW tools and methodology to assess the role of a methodology and tools to assess the ability of walking and/or cycling in congestion reduction. Within walking and cycling measures to reduce congestion this context, each city is holding a Congestion Busting in European cities. Forum during the course of the project.

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Executive summary

his portfolio of measures describes the measures, three contained traffic management actual effects of different types of measures measures and three mobility management measures. on congestion by presenting case studies of T An important finding is that most of the measures successfully implemented urban measures supportive described below were not implemented with the of walking and cycling. The measures described have intention of reducing congestion. Almost all cases helped reduce congestion or at least have increased showed that there are additional beneficial effects, walking and/or cycling levels without increasing such as a shift to sustainable modes or improved congestion. safety. These could be seen simply as “co-benefits” In ten of the 20 cases, congestion could be reduced, from the perspective of congestion reduction. On the in eight cases, the measure did not affect congestion other hand, these effects are interdependent and can or an effect could not be measured. Only two cases help reduce congestion in the long run. Most of the showed slight increases in congestion of motor . walking and cycling measures described below have Reduction of motor congestion could be seen the potential to invite behaviour change and improve in different types of measures: Five of the cases the modal split of non-motorised modes over time. with reduced congestion implemented

6 THE ROLE OF WALKING AND CYCLING IN REDUCING CONGESTION

A portfolio of measures A PORTFOLIO OF MEASURES FLOW

01

INTRODUCTION A PORTFOLIO OF MEASURES FLOW

Introduction

ongestion – mostly understood as the congestion of motorised traffic – is regarded as one of the major problems in urban transport, affecting travel times, the emission of pollutants and noise, and the overall Cquality of life in cities. Still, this understanding does not show the whole picture. Congestion can be also regarded as a sign of successful economic development, as an OECD/ECMT report states, and it rations scarce space to allow users to reach desired goals in crowded urban areas (OECD/ECMT 2007: 15).

Most existing urban performance cycling measures to relieve urban congestion. Cities analyses do not properly analyse the impact of walking are actively seeking information and implementation and cycling measures on congestion. Instead, they experience from other cities. However, information focus solely on transport performance available on websites, portals and good-practice guides and either exclude and cyclists or include is of mixed quality (Marsden et al. 2011). In providing them as disruption factors to motor vehicle traffic. By more information on the impact of walking and cycling considering methodologies for putting walking and measures, this portfolio aims at contributing to political cycling on an equal footing with motorised transport, agenda setting and measure selection. the FLOW Multimodal Urban Road Transport Network Attempts to reduce congestion by offering more Performance Analysis Methodology (see FLOW road capacity can operate as “pull factors”, triggering Deliverable D1.1 , http://h2020-flow.eu/methodology) more motorised transport (i.e. ) aims to contribute to a more informed technical and and thereby generating further congestion (Litman public debate on the role of walking and cycling in 2014). By contrast, “push measures” can include a transport system performance. reduction of road capacity in order to provide space The positive impacts of walking and cycling for for bike lanes or wider , eventually leading travellers and cities are widely known and documented to less congestion in the long run – through a modal (e.g. Ogilvie et al. 2007, Pucher et al. 2010, Goodman shift towards walking and cycling. Thus, one possible et al. 2013). A remarkable body of knowledge exists approach to reduce congestion is to change the modal on how to effectively introduce walking and cycling split: reducing motorised transport and strengthening measures in European cities, but despite these benefits walking and cycling. and knowledge, motorised is still Chapter 2 provides some general findings about the the main focus of mainstream urban mobility policy role of walking and cycling measures in relieving – very often to the detriment of walking and cycling. congestion, based on literature review and an expert Although decision makers may well regard walking survey carried out within the FLOW project. Chapter and cycling measures as a potential means to achieve 3 introduces 20 cases in which walking measures, a number of economic, social and environmental cycling measures or combinations of measures have targets, they may be reluctant to implement them been implemented in and abroad. Chapter 3 because of the fear of more congestion. This portfolio summarises the effects of the 20 cases and elaborates presents information on the potential of walking and some general lessons learned.

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02

GENERAL FINDINGS ABOUT THE ROLE OF MEASURES SUPPORTIVE OF WALKING AND CYCLING IN RELIEVING CONGESTION A PORTFOLIO OF MEASURES FLOW

General findings about the role of measures supportive of walking and cycling in relieving congestion

FROM THE LITERATURE or wider , congestion can be reduced on the short term – only to rise again due to induced traffic that is There are very few studies discussing the role of attracted by the the free flow conditions. By contrast, walking and cycling in relieving congestion. Most of the the effects of promoting walking and cycling through traditional literature on congestion reduction focuses infrastructure measures or mobility management may on motorised transport and does not take walking and be small at the beginning, but tend to grow stronger cycling into account. Neirotti et al. (2014) state that over time (ibid.). Poor conditions for walking and cycling many cities consider introducing ICT-based initiatives result in low shares for these modes and people tend to to mitigate their congestion problems. Nakamura use even for short trips. Lack of proper walking and & Hayashi (2013) review international strategies for cycling conditions can also lead to frictions and safety low carbon urban transport. They find that many issues, e.g. when pedestrians cross the road without cities consider as a means to relieve crosswalks or cyclists have to mix with motorised traffic. congestion and also point to implementation gaps. To improve the conditions for walking and cycling in In a study on the impacts and costs of congestion relief urban areas and to promote a shift to those modes, strategies, Litman (2014) examines which types of the studies listed above recommend several measures: measures are most promising in reducing congestion at the construction and improvement of sidewalks, bike reasonable costs. The study identifies the improvement lanes and paths, more convenient road crossings, of multimodal transport options that include walking rephasing of traffic lights, better signing, more and and cycling as the most promising measure group due better bike facilities, bike sharing schemes, to their relatively lower cost for implementation and the introduction of lower speed limits or mobility potential to influence a mode share shift. In another management measures such as outreach and education paper, the author evaluates different walking and campaigns and programmes at schools and enterprises cycling benefits and also discusses congestion effects (Litman 2014, OECD/ECMT 2007). (Litman 2016). Another recommendation is to bundle measures to A study by OECD and the European Conference reduce congestion – if various walking and cycling of Ministers of Transport also analysed different measures are implemented together, the combined congestion reduction strategies (OECD/ECMT 2007). effect tends to be larger than the effect of each single It identifies the strengthening of non-motorised modes measure would be, if implemented alone. Fietsberaad of transport, public transport and the implementation suggests that a mix of push and pull measures ist of traffic management as effective ways to reduce most effective to stimulate a modal shift from to congestion (OECD/ECMT 2007). Both Litman and OECD/ bicycle. Campaigns and infrastructure measures that ECTM argue that congestion can be reduced by a modal don’t affect car traffic are regarded as less effective shift from car to walking and cycling since these modes than cycling measures that also affect space or priority are more space efficient – as cars need more road of cars. The greatest effects could be reached if those space than other modes (Litman 2014). are combined with push measures that discourage Compared with strategies such as roadway expansion, car traffic, e.g. congestion fees, closing streets for the strengthening of walking and cycling is considered car traffic or removal of car parking. On the other more effective in the long-term. By building more and/ hand, these measures are usually hard to implement politically (Fietsberaad 2010).

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2% How often are walking measures specifically introduced 10% 52% 33% 3% in your city/country in order to relieve congestion? Finally, there are several co-benefits of promoting congestion: 87% assigned cycling an important or very walking and cycling in addition to congestion reduction,5% important role in reducing congestion and 76% said the How often are cycling measures specifically introduced namely: less car traffic and more walking and cycling22% same for59% walking (see11% Figure3% 1). They mentioned the makes transportin your city/country more affordable, in order to relieve improves congestion? personal potential for a modal shift from car travel to walking health, reduces air and and is less and cycling for short distances and the higher space- expensiveHow than often car-dominated are walking measures urban NOT implemented transport (e.g. efficiency of walking and cycling. By contrast, only a 14% 16% 30% 25% 14% Nash & Whiteleggbecause of the 2016,(perceived) Rudolph risk to increase et al. congestion? 2015). minority of them stated that walking and cycling would be implemented often or very often in their country to relieve urban congestion (walking 12%, cycling 27%, see How often are cycling measures NOT implemented FLOW EXPERT SURVEY 17% 16% 43% 14% 10% because of the (perceived) risk to increase congestion? Figure 1). These statements reveal an implementation This positive valuation of measures supportive of walking gap between the potential and the actual application and cycling is reflected in the outcome of a FLOW0% expert20% of 40%walking60% and cycling80% measures100% to reduce congestion. 1 It is therefore crucial to provide decision makers and survey of urban transport practitioners and researchers. n = 63 Most of those surveyedVery oftenregardOften the promotionSometimes ofNever practicionersI don't know/ No answer with more information regarding the positive impacts of walking and cycling on congestion. walking and cycling as a promising strategy to combat

What role can walking play in order to reduce 44% 32% 16% 8% congestion?

What role can cycling play in order to reduce 57% 30% 13% congestion?

2% What role can walking play in increasing 11% 54% 33% congestion?

5% What role can cycling play in increasing 13% 62% 21% congestion?

0% 20% 40% 60% 80% 100%

nn ==63 63 A very important role An important role Some role No role

2% How often are walking measures specifically introduced 10% 52% 33% 3% in your city/country in order to relieve congestion?

5% How often are cycling measures specifically introduced 22% 59% 11% 3% in your city/country in order to relieve congestion?

How often are walking measures NOT implemented 14% 16% 30% 25% 14% because of the (perceived) risk to increase congestion?

Figure 1: Expert valuation How often are cycling measures NOT implemented 17% 16% 43% 14% 10% because of the (perceived) risk to increase congestion? on the impacts of measures supportive of walking and cycling on congestion 0% 20% 40% 60% 80% 100% (above) and their actual implementation (below) Very often Often Sometimes Never I don't know/ No answer nn == 63 Credit: Wuppertal Institut

1 The survey was designed to discuss advantages and shortcomings of currently existing congestion definitions from a multimodal perspective and to discuss the applicability of performance indicators to describe a multimodal understanding of congestion. The survey was accessible via an online tool and the URL was circulated among 165 (mainly European based) congestion and walking and cycling experts; the invitation to the survey was also published on the FLOW website for two weeks. It was completed by 63 experts from 20 countries. Participating experts represented research institutions (43%), consultancies (28%), public authorities (21%), NGOs and companies (8%).

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The experts were also asked for a qualitative valuation tolls etc.), reducing the space provided (for moving on the potential of measures supportive of walking and/or parked cars), and reallocating time for the and cycling to affect urban congestion. Most believed different modes (e.g. by changing the signalling to that walking and cycling have the potential to reduce create longer red phases for cars). congestion. As a central argument, the experts When asked for the reasons why walking and cycling mentioned the higher space efficiency of walking measures are rarely considered as congestion reducing and cycling as compared to car traffic. Still, several measures in urban transport strategies, the experts mentioned that the congestion impact would strongly mention several aspects. A central argument was the relate to the way measures were implemented: a new fear of negative impacts on motor vehicle congestion. bike that reduces motor vehicle space in an area Some experts mentioned that policy makers are not with dense traffic could potentially increase congestion even aware of the possible benefits from walking and if it did not trigger a signifianct mode-share shift from cycling on congestion reduction. Several stated that car to bike use. it would be politically very difficult to introduce any In terms of specific measures, the experts stressed measures that restrict car traffic, while others pointed the importance of integrated concepts that were out that traditional traffic planning, perhaps relies too seen as more effective than single walking or cycling heavily on transport modelling tools and calculations like measures. Some of the experts also recommended Level of Service (LOS), which simply does not allow for implementing measures supportive of walking and the implementation of measures that could potenially cycling in combination with car-restrictive measures reduce capacity and/or impose delays to motor vehicles. such as raising costs (for parking, car ownership, road

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03

CASE STUDIES OF MEASURES SUPPORTIVE OF WALKING AND CYCLING A PORTFOLIO OF MEASURES FLOW

Case studies of measures supportive of walking and cycling

This chapter examines case studies of measures traffic signals) and by regulatory (e.g. access supportive of walking and cycling that have been restrictions, HOV lanes, permit-based parking implemented in mainly European, but also American restrictions). cities. The cases have been selected because: • Mobility management: this includes general • sufficient data was available to estimate campaigns for non-motorised transport, congestion effects, and target group specific information and education such as biking classes at school, • their impact was positive or at least neutral mobility advice at companies and other forms in response to congestion. of individual marketing, and pricing measures The case studies firstly describe the measure and its like congestion charges. implementation. The next paragraph describes the For each of these measure groups, guidelines and purpose of the measure and its actual impacts. In best-practice collections are available to inform policy many cases, the main impacts are not congestion makers and transport practitioners about state-of-the- related, since most of the measures were not primarily art implementation2. intended to reduce congestion, but to improve walking and cycling conditions. Thus, the monitoring of the The second column (system level) relates to the spatial measures’ effects often did not explicitly include context of the measures. This is relevant for transport or congestion. In these cases, a qualitative performance evaluation. The level can be categorised assessment by local experts was used to provide as (see also image below): insight regarding the congestion impacts. Further • a : a measure example would be paragraphs give an overview of context conditions and the reallocation of green times in favour of additional information. pedestrians Table 1 gives an overview of the cases, which are • a segment (between two junctions): a categorised in two different ways. The first column measure example would be (measure type) indicates important types of transport between junctions, and planning: • a corridor (including junctions and segments) • Infrastructure measures for moving traffic: or the whole network: a measure example these include bike paths on or off the road, would be a a new bicycle path or a bicycle sidewalks, bike highways, or pedestrian sharing scheme. . • Infrastructure for non-moving traffic: this includes stands and garages for , benches and squares for pedestrians – which are not meant to keep the traffic flowing, but offer a safe and comfortable opportunity to sojourn. • Traffic management strategies: these direct traffic both by technical measures (e.g.

2 National authorities provide design guides, e.g. The German “Empfehlungen für Radverkehrsanlagen - ERA” (Recommendations for Cycling Facilities).

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Measure System Measure Case Case Description Effects Type Level

Cycling corridor Bike lanes on road 1. NEW YORK: Protected bike lanes No significant change in infrastructure narrowing road New bicycle on several streets (87 traffic volumes; travel (moving traffic) space for cars lanes km altogether) time for cars constant or reduced in most cases; reduction of injuries for pedestrians and cyclists

Cycling corridor Bike lanes on road 2. BRIGHTON: Reduction of car lanes infrastructure narrowing road Lewes Road for vehicles was (2=>1) and speed limit; (moving traffic) space for cars corridor converted into single; modal shift to bike; only wider minor increase of travel introduced time

Cycling corridor Bike lanes on road 3. GERMANY: Advisory cycle lanes Higher acceptance by infrastructure not narrowing Advisory cycle (marked with dotted cyclists, reduced use of (moving traffic) road space for lanes line, to be used by , less severe cars motorised traffic injuries of cyclists; if needed) were slightly lower speed compared with mixed of cars compared to motorised and bike mixed guidance traffic

Cycling corridor Bike lanes next to 4. GERMANY: Different types Modal shift from infrastructure road: road space Upgrading of of upgraded bike motorised traffic to (moving traffic) for cars constant cycling facilities lanes in Coburg, cycling following design Mönchengladbach guidelines and Gütersloh

Cycling corridor Fast bike lanes, 5. Additional bicycle Modal shift from car infrastructure -free NETHERLANDS: highways (675 km) and PT to bicycle; (moving traffic) Cycle highways decrease of travel times for cars and bicycles

Cycling corridor Fast bike lanes, 6. RUHR AREA, Bicycle highway Potential for modal shift infrastructure intersection-free GERMANY: connecting major from car to bike and (moving traffic) Cycle highway Ruhr Area cities in pedelec RS1 an area with lots of commuter congestion

Walking junction Bike lanes 7. OXFORD: Greater cycle and Modal shift from and Cycling and , Roundabout in pedestrian priority motorised traffic to Infrastructure narrowing city centre at the junction, cycling, no congestion (moving traffic) roadspace for cars reducing the width impacts of the circulatory carriageway

Walking corridor Wider footpaths 8. After traffic counts, No increase in vehicle Infrastructure / sidewalks STRASBOURG: road space was congestion; (moving traffic) narrowing road Reshaping road reallocated: more more attractive for space space at Pont road space for pedestrians Kuss pedestrians, less for motorised traffic

Walking corridor Additional 9. LJUBLJANA The city centre was A previous decline in Infrastructure footpaths / – Pedestrian pedestrianised and walking and increase (moving traffic) sidewalks: zones in the city then the size of the in car traffic were both pedestrian zones centre was turned around; these further increased. changes were strongest among city centre residents

Cycling network 10. MÜNSTER New bicycle parking Increase of facilities, e.g. Bicycle station garage in front of the and multimodal trips (parking and garage, Bike & central station (bike+train); more space bike sharing) Ride facilities instead of open-air for pedestrians parking

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Cycling network Bike sharing 11. BORDEAUX: Bike Sharing was Increase of cycling, infrastructure systems Bike Sharing to implemented during reduction of congestion (parking and ease congestion the construction of bike sharing) caused by a new line, and construction expanded due to its works : success

Traffic network Access restrictions 12. BOLZANO: Restriction for cars in Possible modal shift management (pedestrianisation; School streets drop-of area around and congestion relief strategies limited traffic schools: zones)

Traffic junction Bike-friendly 13. Green wave at the Increase of cycling management signalling at COPENHAGEN: speed of 20 km/h traffic on corridor, strategies junctions Green wave for on corridors with reduction of cycling cyclists altogether 1/4 of the travel times cycling traffic

Traffic junction Pedestrian- 14. LONDON: Countdown at Better information led management friendly signalling Pedestrian pedestrian’s green to faster pedestrian strategies at junctions countdown at phase instead of crossing traffic signal black out at selected junctions junctions

Mobility network Congestion 15. Charge for motorised Modal shift from car management charging STOCKHOLM vehicles in inner city to public transport; Congestion no evidence for shift charge towards walking and cycling

Mobility corridor Campaigns 16. A campaign was Spatial shift of a Management addressing a GRONINGEN: launched to redirect relevant share of specific corridor Campaign cyclists from a cyclists to a less to promote congested main congested route, relief the use of road to a shorter in motorised and bike alternative bike alternative route congestion route

Mobility network Image and 17. LONDON: Advice to switch to Increase of walking and Management Information Demand walking and cycling cycling, reduction of campaigns, management and avoid congested car traffic, congestion marketing for “Get ahead of roads relief non-motorised the Games” transport

Mobility network Site-based travel 18. GDYNIA: Campaign addresses Increase in walking and Management plans (corporate, Promotion children and parents; cycling, reduction of school, university, campaign in walking and cycling drop-off by car public buildings, kindergartens skills and security hospitals, stadia) for walking and on the way to cycling kindergarten

Measures for corridor Highway removal 19. GHENT: Measure mix: Potential impacts: more than one Viaduct Removal of reduction of vehicular mode deconstruction highway, improved traffic, congestion; walking and cycling increase in walking and infrastructure cycling

Measures for network walking and 20. BUDAPEST: Measure mix: New Modal shift towards more than one cycling concepts Comprehensive bike lanes, Bike cycling, no congestion mode development of sharing system, effects observed inner city information

Table 1: Overview of case studies. Credit: FLOW project

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CASE STUDIES Cycling and/or walking infrastructure: moving traffic S (Peters 2014). constant vehicle volume on the road remained pretty decrease intravel time.Thiswastrueeven astotal in 2010-2011, and three minutes afterward—a 35% to 77th streets beforethebikelaneswereinstalled took about four-and-a-half minutes togofrom96th Department of Transportation 2014) the average car corridor. According to city figures ( for example,actuallyimprovedtravel timesinthe protected bike lanes on Columbus Ave in Manhattan, discourse. Rather than increasing delay for cars, the inthepublicfear formorecongestionwasstated Before the implementation ofthe measure, the CONGESTION-RELATED IMPACTS decrease. corridors ascyclistvolumesriseand cyclist injuries risk hasgenerally decreasedonprotectedbicyclelane City DepartmentofTransportation 2016).Cyclistinjury York decreasedby75%from2001 to 2013 (New York The average risk of a serious injury to cyclists in New by 20%. have dropped injuries Total increased. significantly minor decrease even though bicycle volumes have injuries are down by 22%. Cyclist injuries show a injuries have been reduced here by 17%. Pedestrian City DepartmentofTransportation 2014), crashes with 3 yearsofdata after building a cycle lane (New York In 2014 New York analysed road segments with at least AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE traffic). motorised and bike separate to posts or cars parked , (plants, that is on or directly adjacent to the roadway but typically excludes all motorised traffic with some sort of barrier New Bicycle Lanes 1. New A PORTFOLIO OFMEASURES installed in 2016. Aseparated bicycle lane isaphysically marked andseparated lanededicated for cycling There are 87.2 kilometres ofprotected bicycle lanes in New York City (2015) and 28.6 kilometres moretobe ince 2007 New York City has invested in a number of separated bicycle lanes to facilitate cycling in the city. York:

FLOW Transportation 2014). by an average of14%(NewYork City Department of Travel area. project 8thAvenueimproved on times First travel speeds remained level through the improved whilevehiclevolumes remainconstant. network. Travel times on Columbus Avenue have protected bicycle lanes wereaddedtotheroadway Columbus Avenue is, have remained steady as Travel speedsintheCentral Business District, where wait. they as traffic blocking stop also they less likely to hit a cyclist riding straight, but so they’re lanes. Carsturning left nowhavepocketstowait in— the bike with added feature asafety from as a side benefit partly comes flow traffic better cars, For City Department of Transportation (2014). Figure 2: Protected cycle lanes in Manhattan. Source: NewYorkProtected cycle lanes in Manhattan. 19

INFRASTRUCTURE: MOVING TRAFFIC 3 shopping and other everyday purposes. increasingly, people using their bike for , services; includes large cycling population pedestrian activity. Thecity’s heavy with streets and traffic, “stop-and-go” with roadways congested terrain, flat relatively structure, cycling conditionsthatincludeadenseurban Cycling inNewYork withmixed associated City is than 1,600 kilometres ofbikelanes (2015). 9th Avenues,andBroadway).AltogetherNYC hasmore (1st & 2nd Avenues, 8th and avenues in Manhattan several parking protected bicycle lanes on various protected bicycle lanes throughout the city, including Transportation of 48kilometres over installed has Since 2007, the New York City Department of CONTEXT CONDITIONS of Transportation 2011) route through Park Slope” (New York City Department travel times. ProspectParkWest remainsthefastest or corridor volumes traffic in change no been has “There 2014). (Ferro down slow to have would traffic that bad so not but lanes, between switch to difficult only mild congestion,meaning it might be justalittle of the Prospect Park West bike lane (Brooklyn) caused According to data from New York City the introduction of Transportation (2014). Figure 3: A PORTFOLIO OFMEASURES

The questionofincreasedcongestion caused bynewbikelanes hasbeenacommonpointofcontentionwith localcommunityboardsinNew in June 2010 (Johnson/Johnson 2014) (Johnson/Johnson 2010 June in York City.Oneparticularly noteworthyexample includes theintroductionof2.9kmprotectedbicyclelane atProspect ParkWest inBrooklyn Analysed road segment;average travel time beforeand after the utility cyclists cycling clubs , such as delivery and messenger , such as delivery and messenger for recreational cyclists; and, cyclists; for recreational 3 . FLOW While Cause Traffic Jams If You’re Smart About Where You Where About Smart You’re If Jams Traffic Cause Johnson, G.andA.Johnson(2014). cause-crazy-congestion com/3029015/terminal-velocity/no-bike-lanes-dont- Horrible Congestion. Ferro, Shaunacy(2014). FURTHER INFORMATION wait. they as traffic blocking stop also they less likely to hit a cyclist riding straight, but so they’re lanes. Carsturning left nowhavepocketstowait in— the bike with added feature asafety from as a side benefit partly comes flow traffic better cars, For everyone—not just riders. car congestion,protectedbikelanesaregoodfor By reducing pedestrian and cyclist injuries and easing ROLE OFMEASUREBUNDLES (Wikipedia 2016). to balance the needs ofcyclists, pedestrians, and cars efforts as ongoing well as conflict, to led have and safe,» competing ideas of urban transportation forefront ofanational trend tomakebicycling viable path in 1894, and recent trends place the city «at the implementation. Source: NewYork City Department New York City

developed the country›s first bike No, BikeLanesDon’tCause http://www.fastcodesign. Bike LanesDon’t 20

INFRASTRUCTURE: MOVING TRAFFIC B Lewes Road Corridor 2. Brighton: (2016). New York CityDepartmentofTransportation where-you-build-them/ lanes-dont-cause-traffic-jams-if-youre-smart-about- http://fivethirtyeight.com/features/bike- Them. Build A PORTFOLIO OFMEASURES prospectparkwest.shtml Calming (2011). New York CityDepartmentofTransportation path-data-analysis.pdf nyc.gov/html/dot/downloads/pdf/2014-09-03-bicycle- (2014). New York CityDepartmentofTransportation nyc.gov/html/dot/html/bicyclists/bikestats.shtml Key changes totheinfrastructure included: choice interventions and infrastructure improvements. The overall packageofmeasuresincludedbothsmarter well astolocal economic growth. and acted asabarrier between neighbourhoodsas volumes, traffic high rates, accident high quality, air corridor was characterised by traffic congestion, poor The LewesRoadcorridorwastargeted becausethe students) andtheAMEXstadiumwithcity centre. routes into the city, and links twouniversities (25,000 The Lewes Road corridor is one of three key arterial •

on theLewesRoad corridor and surrounding residential areas. for fundingthroughtheLocalSustainable Transport Fundforapackageofmeasurestobeimplemented righton isacityofover280,000locatedonthesouthcoastEngland.BrightonandHoveCityCouncilapplied Bicyclists. Network and Statistics. Protected Bicycle Lanesin NYC. http://www. rset ak et iyl Pt ad Traffic and Path Bicycle West Park Prospect http://www.nyc.gov/html/dot/html/bicyclists/ with a widened cycle lane. general traffic alongside a dedicated lane carriageway intoasingle for Conversion ofa4.5 km longsection ofdual

FLOW

http://www. quality and reducingcarbonemissions, (3) to reduce air local improving thereby Road, Lewes using traffic forms oftravel, (2) to reducethespeedand volume of were (1)toencourage greateruseofmoresustainable scheme corridor Road Lewes the of aims defined The AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE story/15-miles-bike-lanes/ Protected Bike Lanes This Year. WNCY (2016). en.wikipedia.org/wiki/Cycling_in_New_York_City Wikipedia (2016).Cycling in NewYork City.https:// mean_any_more talks/janette_sadik_khan_new_york_s_streets_not_so_ so Mean Anymore. TED Talk. https://www.ted.com/ (2013). Sadik-Khan, Janette downloads/pdf/bikemap-2016.pdf Official NYC BikeMap: bike-lanes-have-actually-sped-up-its-car-traffic fastcoexist.com/3035580/new-york-citys-protected- Lanes Have Actually Sped Up Its Car Traffic. Peters, Adele (2014). • •

the . facilities to reduce the barrier created by additional pedestrianandcyclecrossing and junctions signalised of Reconfiguration conflicts. remove to behind passing lanes Changes tofourteenbusstopswithcycle NYC to Install a Record Number of New York Protected Bike City’s http://www.nyc.gov/html/dot/ . New York’s Streets?Not http://www.wnyc.org/ http://www. 21

INFRASTRUCTURE: MOVING TRAFFIC tet ad w prle mi rue. o significant No routes. main parallel two and streets Monitoring wasalsocarried outonresidentialside also a reduction in speed limits on thecorridor. reflect boththereallocation ofcarriageway spacebut It should benotedthat the changes in journey times minutes. 3-5 of increases of predictions model traffic below 90 seconds, and are significantly lower than the The increases in journey time for general traffic are all Table 3: table. The monitoring surveys also captured changes in journey times along the corridor as summarised in the following CONGESTION-RELATED IMPACTS Changes in pedestrian flows along or across the Lewes Road corridor were not measured as part of the monitoring. Table 2: in Oct/Nov 2013. The post-construction data was construction during Oct/Nov 2012 and were repeated outpriorto carried Monitoring surveyswere opportunities for pedestrians and cyclists. on Lewes, and (4) to provide additional safe crossing the severity and number of accidents taking place A PORTFOLIO OFMEASURES southbound Evening peak(0700-1000) northbound Evening peak(0700-1000) southbound Morning peak(0700-1000) northbound Morning peak(0700-1000) (all timesinmm:ss) Time period/direction Daily cyclists(two-wayflow,0700-1900) Transport mode Daily taxis(two-wayflow,0700-1900) (two-way flow,0700-1900) Daily carsandfreightvehicles (services usingLewesRoad) Annual buspassengers General impacts of LewesRoad Corridor in Brighton. Source: Brighton and Hove City Council Congestion-related impacts of LewesRoadCorridor in Brighton. Source: Brightonand Hove City Council)

Buses Cars Cars Buses Cars Buses Cars Transport mode FLOW Before (2012) Before (2012) by the package of measures introduced. by thepackageofmeasuresintroduced. cycling and public transport on the corridor generated towards shift mode significant the summarises 2 Table term travel behaviour impacts. and further monitoring is planned to assess the longer opening, scheme the of 4-6weeks within collected with slight increases. change or reduced queues, except for one side street significant no highlighted surveys The congestion. of streets adjoiningLewesRoadasafurthermeasure Monitoring alsomeasuredqueuelengthsatside observed. were roads on these flows traffic two-way in changes 18,377 15.3m 2,085 10:58 12:41 09:30 13:18 12:05 14:01 11:16 12:11 542 After (2013) After (2013) 16,035 16.4m 2,383 10:39 14:09 10:59 13:09 10:38 15:06 10:53 12:20 762 Change Change -2,342 (-13%) +1.1m (+7%) +220 (+41%) +298 (+14%) +01:28 +01:29 +01:05 +00:09 -00:19 -00:09 -01:27 -00:23 22

INFRASTRUCTURE: MOVING TRAFFIC S traffic, in which case they are allowed to move over to down themiddleofroadunless thereisoncoming (see Figures4 and 5). Motor vehicles travel lanes” advisory “bicycle metre 1.5 indicating street the of the middleofstreetwithdashed linesonthesides Advisory lanesconsistofreplacingapaintedlinedown cyclists. the endangering without and traffic are allowedtouseadvisorylanesincaseofopposing vehicles Motorised vehicles. motor with traffic into may eitherbeguidedontoadvisorycyclelanesor such ascyclepathsorlanes.Incases,cyclists not possible to provide exclusive cycling infrastructure For example,duetolimited street spaceit is often Advisory Cycle Lanes 3. Germany: and-road-safety/lewes-road-transport-improvements gov.uk/content/parking-and-travel/travel-transport- All documents available at sections fromthe2013 report. of these works in 2015 relates to slightly different road additional monitoring undertaken after the completion implemented in2014attheVogue gyratory. The A secondphase ofthe LewesRoad schemewas over-estimated the detrimental impact on general traffic. to have under-estimated the resulting mode shift and modelling undertaken prior to construction appears traffic the that noteworthy is It shift. mode encourage conditions forsustainablemodesoftransport and a package of smarter choice measures can improve how physical changes in infrastructure supported by The transformation of the Lewes Corridor highlights ROLE OFMEASUREBUNDLES A PORTFOLIO OFMEASURES Thus thedesignofurban cross-sections isoftena compromise. total. in groups user all of desires full the consider to sufficient not is space street available the Oftentimes treet spaceinurbanareasneedstoaccommodatevariousmotorisedandnon-motorisedusergroups. http://www.brighton-hove.

FLOW . City Council. Brighton. by Brighton and HoveCorridor project, submitted Transport Fund - Application Form: Lewes Road (2011). Consultation Report published spring 2012. Brighton. Consultation, Public Stage Second Improvements: Brighton and Hove City Council (2012). Brighton. Road Scheme:Post-construction Monitoring Report. (2013). Council City Hove and Brighton Interim Post-Construction Monitoring Report. Brighton. Brighton and Hove City Council (2016). FURTHER INFORMATION Credit: IVAS Figure 4: any cyclists in the lane. the advisory lanes –aslongtheydonotendanger Advisorycyclelanesalonganurban roadsection. Local Sustainable Lewes Road: LewesRoad: Lewes Road Lewes

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INFRASTRUCTURE: MOVING TRAFFIC 4 • isasfollows: and motorisedroadusers” cyclists of guidance “mixed and lanes” cycle “advisory The mainoutcomeofthecomparisonstudybetween pedestrians maybeavoided. with conflicts Thereby footpaths. or sidewalks using of to rideontheprovidedcyclingfacilityroadinstead Furthermore, advisory cycle lanesshould attract cyclists cyclists thansharingalanewithmotorve Advisory cycle lanes should be more attractive for AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE website ( V 257 whichcanbedownloadeddirectlyontheBASt of this study areav VISSIM (PTV AG). Detailed information about the results was flow simulated by the microscopic modelling programme traffic vehicle motor the on cyclists the of sections andtwobeforeafterstudies.Theimpact conducted in several cities and comprised 40 road German ina comparison study(BAStReportV 257).Thewas wasinvestigated flow traffic and safety on road guidance of cyclists and motorised road users” lanes cycle “advisory of impact The measure toimproveattractiveness ofurbancycling. close gapsintheexistingcyclenetworkasaneffective vehicles. Thereby,advisorycyclelanescanbeappliedto instead ofguidingcyclistsintoalanesharedwithmotor provide cycling infrastructure on narrow urban roads Advisory Figure 5: A PORTFOLIO OFMEASURES

cycle lanes that lead cyclists to ride in the zone. (CROW 2015: Aanbevelingen fiets- en kantstroken; CROW 2006: Ontwerpwijzer fietsverkeer) Ontwerpwijzer 2006: CROW kantstroken; en fiets- Aanbevelingen 2015: (CROW zone. dooring the in ride to cyclists lead that lanes cycle tinuous line,carsarenotallowedtocross overandtravel inthecyclelane.Surveys fromthe80sconcludethatnocyclelanesatallcanbesaferthan accommodate , a dooring zone of 0.50 if next to parking spaces and red colouring. If the cycle lane is separated from the car lane by a con whennecessary.Newguidelinesadvise awidthofatleast1.70metresto lane arestrictlyforbidden.Crossingor inacyclelaneispermitted lanes separated from the car lane by a dashed line. The measure gains legal meaning through bicycle signs, so parking and stopping in the bicycle whichhavenolegalmeaning,theNetherlands alsohascycle lanes’, Dutch guidelinesarestricterthanthose inGermany.Apartfromthe‘suggestion beside thecarriagewaycanbeavoided. pedestrians and cyclists between conflicts way this advisory cycle lanes due to higher acceptance. In (sidewalks andfootpaths)incaseofavailable Thus fewer cyclists use road side infrastructure where theymustsharealanewithmotorvehicles. higher onroadswithadvisorycyclelanesthan The acceptanceofcycliststorideontheroadis Advisory cycle lane / “Schutzstreifen”. Source: ERA 2010 ERA Source: “Schutzstreifen”. / lane cycle Advisory http://bast.opus.hbz-nrw.de/ cycle lanes are an appropriate measure to cycle ailable in the BASt research report ailable in the BASt research report

FLOW 4 ” and the “mixed “mixed the and ” ). ). hicle traffic. traffic. hicle situation and may significantly differ in case-to-case in case-to-case differ significantly may and situation indicators/parameters depends mainly on the local onmodalshift,congestion,and other cycle lanes” advisory of “application measure the of impact The to cycling,andmitigateoverall congestion. thereby foster a modal shift from motorised transport to improved attractiveness of cycling for users and acceptance of cycling on a network level may contribute cycle network can be closed by this measure. Higher level –especiallyinthecasethatexistinggaps contribute tohigheracceptanceofcyclingatnetwork The increasedapplica CONGESTION-RELATED IMPACTS • • roads], BAStReportV257.Bergisch Gladbach [Cycling in mixed traffic on the carriageway of urban main Mischverkehr auf innerörtlichen Hauptverkehrsstraßen Ohm etal(2015). (ERA) [Recommendationsforcyclefacilities],. – FGSV(2010). German RoadandTransportation Research Association Translation, Cologne. 2006-English 06(RASt06),Edition Roads Urban of Association –FGSV(2012). German Road and Transportation Research FURTHER INFORMATION especially inthecaseofnarrowroadways. measure to close existing gaps in the cycle network – The applicationofadvisorycyclelanesisanappropriate precondition forthepromotionofcyclinginurban areas. An attractive and safe cycling network is one main CONTEXT CONDITIONS be estimatedasageneral rule. on theabovementionedindicators/parameters cannot application. Forthisreason,theimpactsofmeasure roads where with advisory cycle lanes is slightly lower than on The travel speed of motorised road users on roads roads wherecarsandbicyclessharealane. lower onroadswithadvisorycyclelanesthan The severityofroadaccidentsinvolvingcyclistsis Empfehlungen für Radverkehrsanlagen Empfehlungen fürRadverkehrsanlagen cars andbicyclessharealane. tion of advisory cycle lanes may tion ofadvisorycyclelanesmay Führung des Radverkehrs im Guidelines for the Design Guidelines fortheDesign . - 24

INFRASTRUCTURE: MOVING TRAFFIC U facilities (e.g.byincreasedwidth,see design guidelinesandtherebytoimproveexistingcycling the existingcyclingfacilitiesaccordingtotechnical The main objective of this measure was to upgrade which may lead to low travel speeds and lower usage. width of existing cycling facilities is often too narrow often notconsistentwithcurrentdesignstandards.The Existing cyclingfacilitiesintheurbanroadnetworkare cycling facilities following technical design guidelines. The measureevaluatedconsistedoftheupgrading of AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE of theimpactupgrading cyclingfacilities. considered abestpractice-example whichgivesanidea this diversity the research project results should be behaviour, topographical andclimaticconditions).Given mobility and attitudes, affecting culture” “cycling scope, andqualityofexistingcyclinginfrastructure, differed in the three cities significantly (e.g. modal split, The characteristics and pre-conditions related to cycling German cities: Coburg, G wasinvestigated in three to technical design guidelines” The impact of “Upgrading of cycling facilities according and the environment. urban areas on the modal split, the number of trips theimpactofupgradedquantify cycling facilities in The objectiveofaGermanresearchprojectwasto at higher speedsonthese quality cycling facilities. guidelines may contribute to higherattractiveness ofcycling, as cyclists will feel morecomfortableand may travel users. In this case, upgrading existing cycling facilities according to the (safety) requirements of technical design Technical Design Guidelines Upgrading Cycling Facilities Following 4. Germany: A PORTFOLIO OFMEASURES Particularly the width of cycling facilities (e.g. cycle paths) is often insufficient to comfortably accommodate requirements. design technical minimum fulfil not do they and/or condition poor in are facilities cycling rban cycle networks shouldensurethat cyclists can use their bicycle from origin to destination. Many ü tersloh and M

Figure

FLOW ö nchengladbach. nchengladbach. 6 to Figure 8). Figure 8: Figure 7: Figure 6: Cycle path / “Radweg”. Source: ERA 2010 ERA Source: “Radweg”. / path Cycle 2010 ERA Source: “Radfahrstreifen”. / lane Cycle Advisory cycle lane / Schutzstreifen. Source: ERA 2010

25

INFRASTRUCTURE: MOVING TRAFFIC Gütersloh. Source: BAStreportV 227 pilot-city: >1,000veh/d), volumes traffic displayed simulation; (Outcome VISUM- facilities according to technical design guidelines” cycling of “Upgrading scenario the to related network road the Figure 10: by motorised transport is shown in fi gures 9 to 11 to fi 9 in gures shown is transport motorised by The measure’simpact on the number of daily trips transport modes and thereby reduce congestion. and thereby to a reduction in daily trips by motorised from motorisedtransport tocycling in urban areas may lead to a shift ofmodal split design guidelines” cycling facilities in urban areas according to technical of “Upgrade an that clearly show results Research CONGESTION-RELATED IMPACTS 9 to Figure11 present selectedresultsforGütersloh. originating andterminatingoutsidethecity.Figure of thetripwerebothinsidecity)thanontrips traffilocal of case the destination and origin the c (i.e. transport modes. The effects were more pronounced in cycling aswellareductionintotaltripsbymotorised clear shift ofmodal spilt from motorisedtransport to for thethreepilot-cities. Resultsofthestudyshowa macroscopic modellingprogramme VISUM(PTVAG) The impact of the measure was simulated using the transport to cycling. also lead to a shift in modal split from motorised shorter travel timesofurban cycle trips, which may was increased travel speed forcyclists and thereby urban areas tobeconsistentwithtechnical guidelines One main impact ofupgrading cycling facilities in A PORTFOLIO OFMEASURESFLOW Reduction of traffic volumes (motorised transport) in transport) (motorised volumes traffic of Reduction

Veränderung der Pkw-­Fahrten [-­] Gütersloh. Source: BAStreportV 227 network –comparison of beforeand after situation, pilot-city: 11: Figure design guidelines”, pilot-city: Gütersloh. Source:BAStreportV design guidelines”, 227 technical to according facilities cycling of “Upgrading scenario the 9:Reduction of daily trips (motorised transport) related to Figure caused byamodalshiftfrom motorisedtransport a reductionofdailytripsbymotorised transport modes not estimated in the study. But it can be assumed that The direct impact of themeasureoncongestion was fisee 3%; 11). gure traffi terminating total: and c (in originating on than The reduction on local traffi c was 8%, which was higher motorised transport modesintheurban roadnetwork. a reduction of4% on the number oftotal trips by for thecityofGütersloh.Heremeasureledto bast.opus.hbz-nrw.de/). available intheBAStresearchreportV227(http:// More detailed information about the study results is -­ -­ -­ -­ -­ -­ -­ 1000 1500 2000 2500 3000 3500 4000 4000 3500 3000 2500 2000 1500 1000 -­ 500 500 0 0 Number ofdaily trips (motorised transport) in the road 1 2 3 4 5 Wegelänge Wegelänge der Pkw 6 note to designer: image can be cut on the right side after "12" 7 -­ 8 Fahrten [km] Fahrten 9 trip length [km] length trip 10 11 12 13 14 26 15

INFRASTRUCTURE: MOVING TRAFFIC T market share of e-bikes in the Netherlands is growing interesting forcyclistsusing electricbicycles(the road cycle path. Thesecycle highways are especially is a large, non-stop, asphalted, and well-designed off- have started to build cycle highways. A cycle highway ornearby villages and thecity, theNetherlands To makea smoother bicycle connection between the is congestion,especially during rush hours(7 – 9h and 16 – 18h). Cycle Highways 5. Netherlands: such as: part ofa measure bundle.These may include measures by implementing additional supporting measures as of daily trips bymotorisedtransport canbe increased The positive impact on the modal shift and reduction ROLE OFMEASUREBUNDLES design guidelines. of upgrading cyclingfacilitiesfollowingtotechnical example providinganestimateofthepotentialimpact of thestudy should be consideredasa best practise (Coburg, G The studywasconductedinthreeGerman cities CONTEXT CONDITIONS capacity for motorisedtransport modes. congestion incaseswherethemeasuredidnotreduce to cycling is directly interrelated with a reduction of A PORTFOLIO OFMEASURES • created bythisspaceincreasethedemandforcaruse.One oftheconsequencesthisfocusoncaruse taken place in suburbs. These suburbs offer morespace for cars and at the same the larger distances he physical size of cities is expanding due topopulation growth. Since the 1960s much of this growth has (advisory cycle lanes, cycle lanes, cycle paths), network byimplementingnewcyclefacilities closing existing gaps in the urban cycle ü tersloh and M ö nchengladbach). Results FLOW

Association –FGSV(2012). German Road and Transportation Research in urban traffic], BASt Report V (2013). Gässler Radpotenziale im Stadtverkehr [Potentials of cycling G. Mahlau, A. Diegmann, V. Jachtmann, Y. Schuckließ, W. Reinhold, Baier, FURTHER INFORMATION bicycles makesthatevenmore peoplepreferto transport towards cycle trips. The use of electric allows for a shift away from car trips and public calculates with a model study that cycle highways The GoudappelCoffengstudy(Fietsberaad 2011) and 28% in 2015). (ANWB 2014, Rai Vereniging 2016) quickly; it increasedfrom3%in2006, to 19%in2013 of Urban Roads 06 (RASt 06), Edition 2006 - English 2006-English 06(RASt06),Edition Roads Urban of (ERA) [Recommendationsforcyclefacilities],Cologne. – FGSV(2010). German RoadandTransportation ResearchAssociation Translation, Cologne. • • • motorised transport to cycling. encourage residents to change mode from with focus on local conditions which may conducting cycling awareness campaigns providing a bike sharing system, longer trips (e.g. trips with a length of > 5 km), this may attract people tousecyclesalso for public transport (e.g. cycle parking facilities), providing interchangesbetweencycling and Empfehlungen für Radverkehrsanlagen EmpfehlungenfürRadverkehrsanlagen Guidelines for the Design GuidelinesfortheDesign 227, Bergisch Gladbach. 27

INFRASTRUCTURE: MOVING TRAFFIC Table 6: Table 5 Travel time savings (car) by cycle highways. Source: Goudappel Coffeng Table 4 Change in number oftrips by cycle highways. Source: Goudappel Coffeng a positiveeffectonmobilityinthewholecountry. use ofelectric bicycles in the Netherlands, will have additional 675 km cycle highways and an increased Goudappel Coffengconcludesthattheplanned km/h fore-bikes. from 15km/hto18 km/h, and from 18 km/h up to 24 A cycle highway increases the travel speed by bicycle The study shows a big potential forcycle highways. 2016). filevrij (Fiets bicycle by car driversliving within 15 kmfromworktocommute reduce car congestion around Dutch cities by tempting to purpose the have (snelfietsroutes) Highways Cycle AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE cars are savedeveryday The resultisthat nationwide, thousands ofhoursin Netherlands, thereby savingtimeforothercarusers. the in roads trafficked heavily the for relief a means cycle than to take the car or public transport. This A PORTFOLIO OFMEASURES within 45minutes) (accessibility ofcitycentre Catchment area (value oftime=€10/hrbycar) Saving in€ time bycarperyear Saving inhoursoftravel Total Evening rushhour Morning rushhour by carperday Saving inhoursoftravel time bicycle Public transport Car Change %innumberoftrips Economic benefits due to travel time savings. Source: Goudappel Coffeng Goudappel Source: savings. time travel to due benefits Economic

FLOW 550,000 inhabitants €40 million 3.8 millionhours With cyclehighways 14,900 7,900 7,000 With cyclehighways + 1.3% - 0.9% - 0.7% With cyclehighways You can find these figures more detailed in these tables million hours, whencombined with electric bicycles. Travel timebycardecreasesevenmore,with9.4 per year when building 675 km morecycle highways. of traffic jams in theNetherlands with 3,8 million hours modal shiftintheNetherlands.Itcalculatesadecrease to examinetheeffectsofadditionalcyclehighwayson modelling traffic used study Coffeng Goudappel The CONGESTION-RELATED IMPACTS the climate. health andhealthcarecosts,theenvironment include the economy(accessibility), the population’s The positiveeffectsarenotlimitedtomobility, but or bicycle). the choiceoftransport mode(car,publictransport choice ofdestination (where doIworkorshop?)and the route, the of choice the influence highways Cycle from theGoudappel Coffeng study: 37,000 19,600 17,400 electric bicycles With cyclehighways&50% + 3.3% - 2.7% - 1.6% electric bicycles With cyclehighways&50% 800,000 inhabitants €100 million 9.4 millionhours electric bicycles With cyclehighways&50% 28

INFRASTRUCTURE: MOVING TRAFFIC decreases and/orthetravelled distancesincrease. This increaseinspeedmeansthatthejourneytime bike to an e-bike increases from 18 km/h to 24 km/h. travel changing from for commuters an speed ordinary combined withelectric bicycles, becausetheaverage Cycle highwaysreachtheirfullpotentialwhen speed by bicycle from15 km/h to18 km/h. realised because a cycle highway increases the travel increase theshareofpeoplecycling. This potential is significantly can highways cycle that shows study The ROLE OFMEASUREBUNDLES own an . would bebuiltandhalfoftheDutchpopulation prognosis for2020if675kmadditionalcyclehighways Model, starting from thebaseyear2008 and makes a Traffic National Dutch the of use makes study The extended in 2008 and 2010. was the programme but routes, five with started It as partofaprogramme to reduce car congestion. The programme forcyclehighwaysstartedin2006 CONTEXT CONDITIONS A PORTFOLIO OFMEASURES FLOW kwart-meer-e-bikes-verkocht-in-2015.html. raivereniging.nl/artikel/persberichten/2016-q2/0404- in 2015.Pressrelease,4April2016.https://www. Rai Vereniging (2016). de_toelichting.pdf bestanden/Workshop6_Goudappel_met_aanvullen benefits? http://www.fietsberaad.nl/library/repository/ Goudappel Coffeng.Cycle freeways - What are the cfm?lang=en. Fiets filevrij (2016). http://www.fietsberaad.nl/index.cfm?lang=en. 2011. Fietsberaadlonen. 11.March (2011).Fietssnelwegen steeds-populairder. www.anwb.nl/fietsen/nieuws/2014/maart/ebike- ANWB (2014). FURTHER INFORMATION of thecity centre. or nearbyvillages aresituated between 3and 20 km motorised transport, especiallybecausemostsuburbs with advantagesoverpublic transport and individual The bicycle becomes an attractive modeoftransport, Populariteit e-bike groeit verder. http:// http://www.fietsberaad.nl/index. Kwart meer e-bikesverkocht - 29

INFRASTRUCTURE: MOVING TRAFFIC I capacity and opportunity for amodeshareshift. The vehicles and public transport) via increased cycling cyclists, (for traffic overall relieve to expected are for commuters and recreational cyclists. The facilities the purpose of providing intercity cycling infrastructure The RuhrRadschnellwegRS1isbeingimplementedfor AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE Figure 12: sufficient provide to order space forcyclists toride comfortably and pass whennecessary. in wide metres four measure will path The as overpasses. well and as of tracks, use railway making disused on partly running traffic, vehicular from separated fully be will path bicycle Cycle Highway 6. Ruhr Area: A PORTFOLIO OFMEASURES along the way including: Mülheim, ,Gelsenkirchen, Bochum, , and Unna. The long-distance eventually become a 100 km connection between Duisburg and Hamm, passing through several other cities will what in opened has highway) (bicycle Radschnellweg a of section first the Germany, of region Ruhr the n Map oftheRuhr Radschnellweg RS1. Credit: RVR

FLOW the local authority with the aim to provide cycling The Radschnellweg project is being implemented by CONGESTION-RELATED IMPACTS of implementation. determined astheprojectisstillinearlyphases actual impacts of the measure have not yet been 30

INFRASTRUCTURE: MOVING TRAFFIC cycling activities in order toreduceoverall congestion for inter-city cyclist commuting as well as recreational The aims of thisprojectaretoprovideinfrastructure ROLE OFMEASUREBUNDLES €8.24 million/km in Germany (World Highways 2010). to standard roadway projects that cost on average million, but thisinvestmentisminimal in comparison The totalcostoftheplan has beenprojectedat €180 cyclists butdriversaswellinreducingcongestion. for only not benefits mean could which 2016) (WDR up to50,000 vehicles fromtheroadona daily basis estimated that the RuhrRadschnellweg couldremove Based on a traffic demand projection study, it is of choice. otherwise chosen the bicycle as their preferred mode wider demographic of commuterswhomay not have made inshortertimesandholdpotential to attract a provided. E-bikes allow for longer distance trips to be expansion asaresultofthisnewinfrastructure being for longer-distance trips, and hold potential for which haveshownincreasedpopularityparticularly invite increased opportunities for electric bicycles the Netherlands.Theseregionalcyclingroutesalso proven successfulinotherpartsoftheworld,suchas viable option forlongertripsbetweencitiesand have regional bicycle highways aredesignedtoprovidea within more densely developed urban centres). These bicycle are typically making shorter distance trips (e.g., vehicles. Today themajority of peoplewhotravel by and catalyse a mode-shift away from privately owned decisions travel impact will facilities cycling sufficient recreational cyclists.Thehopeisthatproviding infrastructure forbothinter-citycommutersand A PORTFOLIO OFMEASURES FLOW highway-construction-costs-evaluated/. worldhighways.com/sections/eurofile/news/european- construction costs evaluated. http://www. (2010). Highways World formen-an-100.html. lokalzeit-ruhr/video-radschnellweg-eine-vision-nimmt- an. http://www1.wdr.de/mediathek/video/sendungen/ WDR (2016).Radschnellweg:EineVisionnimmtFormen RS1_Machbarkeitsstudie_web.pdf. http://www.rs1.ruhr/fileadmin/user_upload/RS1/pdf/ – Stadtplanung, Verkehrsplanung, Kommunikation. Verkehr und digitale Infrastruktur & Planersocietät Regionalverband Ruhr, Bundesministerium für Machbarkeitsstudie RS1 - Radschnellweg Ruhr. Dr.-Ing. Frehn, Steinberg Partnerschaft (2014). FURTHER INFORMATION capacity on already congested roadand railways. as viablecommuterlinksthatcanideallyfree-up areas that may bebestservedbybicycle connections these typesofrelativelyhighlypopulated,poly-centric 30-minute cycle distance of eachother.Itisexactly with forestandfarmland,withinapproximately a connect many of thecities in this region,interspersed a Radschnellwegproject.Thebicyclehighwaywill Germany, makingitanideallocationforimplementing The Ruhrregionisthemostdenselypopulatedareaof CONTEXT CONDITIONS benefits. quality, as wellincreaseassociatedpublic health on roads and railways, improve air and environmental European highway 31

INFRASTRUCTURE: MOVING TRAFFIC I new layout also provides greater cycle and pedestrian the roundabout, therebyslowingvehiclespeeds.The circulatory carriageway and tightening entry radii to cyclists and pedestrians by reducing the width of the attractiveness and safety ofThePlain roundabout for The aimoftheschemeisimprovement AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE Cycle City Ambition Fund as part of thecity government’s journey into andbeyondthecity centre ortherailway station. From 2014-2015 the Plain roundabout was rebuilt The roundabout is well known as a deterrent to many people who might otherwise make the relatively short cycle movements are made to and from ThePlain in a twelve hour period; howeverthis could be much greater. less experienced riders. The Plain roundabout already carries a large number of cyclists (around 8,500 two way The Plain Roundabout 7. Oxford: A PORTFOLIO OFMEASURES busy 5-arm roundabout with high bus flows and a history of cyclist casualties, which makes it off-putting for off-putting it makes which casualties, cyclist of history a and flows bus high with roundabout 5-arm busy made into the city centre. One of the main routes into and out of the city centre is the Plain roundabout, a n Oxford,anestimated75,000cyclejourneysaremadeeachdaywithaconsistentlyhighproportionof Figure 13: Impression ofthenewroundabout. Credit: The Urbanists/OxfordshireCounty Council

FLOW pedestrian area. Itisprincipally intended to deliver for cyclists travelling eastbound and an enlarged lane filter cycle a notably junction, the at priority city centre. barriers to increased cycling into and out ofOxford The goaloftheschemeistoremoveonemain improvements. flow traffic to opposed cycling andpedestrianrelatedimprovementsas 32

INFRASTRUCTURE: MOVING TRAFFIC journeys, recreation and health. developing andincreasingcyclingwalkingforlocal Plan relating to sustainability and health as well fit withkeyobjectivesoftheCouncil’s Local Transport improvements implementedat The Plain roundabout Encouraging greaterlevels ofcycling as aresultofthe to use. confident is and about knows everyone that Oxford providing an exemplary complete cycle network for Oxfordshire CountyCouncilhasastrategic aimof ROLE OFMEASUREBUNDLES Table 7: carried forward. are year first the of trends the whether determine to conclusions. Further monitoring will be undertaken and therefore itistooearly to draw any meaningful counts. However, the scheme is still relatively new Evidence comes from pre and post scheme vehicle numbers. (primarily car)numbersandanincreaseincycle (post scheme)indicates a decreasein motor vehicle A comparisonbetween2014 (pre scheme)and 2015 CONGESTION-RELATED IMPACTS A PORTFOLIO OFMEASURES Comparison 2015 2014 Results oftheOxfordscheme See Table 7 for results of the survey. Motorised vehicles 19,616 20,319 -703 FLOW Cycles +2,438 11,227 8,789 current state. The ambition of the scheme as a whole is current state.Theambitionoftheschemeasawholeis as unwelcoming to cyclists and pedestrians intheir the Cowley Road. Theseapproaches arealsoviewed along St Clements and Union Street junction along in thewest,LondonPlace/MarstonRoadjunction such as Longwall Street junction with High Street improvements toroadsadjacent to theroundabout the implementation is expected to involve further Following Stage1(theroundabout);2of population. for approximately 70% of thecity’s are a key junction acti The Plain roundabout and its immediate approaches CONTEXT CONDITIONS for futureinvestmentin cycling. around 5,700). It ishopedthat it will act as a catalyst inanaveragecyclists to period weekday 12hour increase cycling byaround 20% (fromaround 4,700 The proposed scheme at The Plain is expected to cycle-city-ambition-application-form.pdf majorprojects/cyclecitya default/files/folders/documents/roadsandtransport/ tion Grants Oxfordshire CountyCouncil(2013). 4CycleBusStrategies.pdf plans/localtransportplan/ConnectingOxfordshireVol documents/roadsandtransport/transportpoliciesand oxfordshire.gov.uk/cms/sites/default/files/folders/ Cycle Strategy and Rapid Transit Strategy. Oxfordshire County Council (2015). FURTHER INFORMATION to open up a significant area of the c https://www.oxfordshire.gov.uk/cms/sites/ ng as a gateway to the city centre mbitiongrant/OxfordThePlain . ity to more cycling. Cycle CityAmbi . LTP Volume 4: https://www. - - - - 33

INFRASTRUCTURE: MOVING TRAFFIC H pedestrians, but also for vehicular traffic; since through of public space resulted in safe infrastructure for the wholetransport systemtogether. Thereallocation multimodal transport model, and therefore considered This plan considered all transport modes within a AND ACTUAL IMPA PURPOSE OFTHEMEASURE Figure 14: high pedestrian demand throughout the day and very show counts Traffic bridge. the of vicinity the in hotspots, due to the adjacent tram station and cafes pedestrian The bridge is currently one ofthe city’s connecting the central station with the Old Town. IllRiver the over bridge the Kuss, Pont on space One part of the strategy was the reallocation of public of detail. public transport –areconsideredat the samelevel and traffic individual motorised cyclists, pedestrians, planning approach,whereallmodesoftransport – as welltocarryoutanintegrated, multimodal Urbaine deStrasbourg 2012in:Kretzetal2013), to improvethesituationofpedestrians(Communauté year aim (2011-2020) is plan whose called Plan Pieton, In 2012 thecityofStrasbourg, announced a ten Reshaping Road Space at Pont Kuss 8. Strasbourg: A PORTFOLIO OFMEASURES Furthermore, walkingasadistincttransport modeisoftenneglectedinthestrategic planningprocess. space allocated to pedestrians is insufficient and cannot serve the needs of the increasing pedestrian demand. istorical citycentreswithmajortouristattractions attract alarge numberofpedestrians.Oftenthestreet Traffic on Pont Kuss before (left) and after (right) the implementation of walking measures. Source: Kretz et al 2013 al et Kretz Source: measures. walking of implementation the (right) after and (left) before Kuss Pont Traffic on CTS

FLOW cross-section toreducethisimbalanceinthe The measureconsistedofre-designing the roadway lanes. traffic two the using were (each with a width of 2 m), only 250 vehicles per hour that while 1850 pedestrians shared two sidewalks moderate vehicular traffic volumes. These counts show particularly during therush hours, but there areonly case priortotheimplementation. the it was as disturbance, flow traffic or accidents for other pedestrians;hencereducing potentialdanger roadway travel laneswhileavoidingorovertaking to and from thetram station no longerwalk in the coming Pedestrians space. sufficient given are traffic the re-design, both motorised and non-motorised before andafterimplementation. situation traffic the 14 shows Figure flow. traffic the order to estimate the impacts of space reallocation on multimodal microscopic simulation was carried out,in to theimplementation of theproject,anintegrated, signal programmes infavourofpedestrians.Prior traffic the modifying by complimented was measure taken away from cars and given topedestrians. This distribution of travel demand and supply: one lane was 34

INFRASTRUCTURE: MOVING TRAFFIC 2012 in: Kretzetal 2013): strategic goals (Communauté Urbaine de Strasbourg This citywidestrategic plansetthefollowingten implemented within the framework of the Plan Pieton. was Bridge improvement measure The Kuss ROLE OFMEASUREBUNDLES improvements (right): speed-basedLOS forvehicles.Source:Kretzetal 2013 Figure 15: implemented that reducing the roadway capacity Despite thefearexpressedbeforemeasurewas experts´ estimates. were confi rmed by on-site validation process and local different scenarios and these results of microsimulation was analysed by microscopic transport modelling of traffi improved – c measure ow – the fl of effect The CONGESTION-RELATED IMPACTS traffipedestrian higher bear to a result. as c volumes attractive for touristsand locals alike, and is nowable fact the bridge redesign has been made it even more The shareofwalking is still high in the inner city, in A PORTFOLIO OFMEASURESFLOW 8. 7. 6. 5. 4. 3. 2. 1. result of traffic assignment of base case (left) and 2 scenarios with 2 scenarios and (left) case base of assignment traffic of result Arrange road nodes pedestrian-friendly. Reduce separating impact of arterials. walking to school (Pedibus). Improve waystoschools and promote project to pedestrian issues. Assign atleast1%ofthebudgetanymajor traffipedestrian to planning c. Apply instruments of city and regional traffibike c. and pedestrian confl between Reduce icts pedestrians. Redistribute the street space in favour of Promote (the relevance) of walking. proven that implementing measures in favour of infavour measures proven thatimplementing been has it traffi time, motorised same the at and c, project, pedestrians have been made as visible as With the successful implementation of this pioneer whole urban area. space-effi cient way of movement – is desirable for the by that motivate and promote walking – the most designed to provide equal rights for pedestrians and 2012), it becomes clear that integrated planning process today (United Nations 2012 in: Kretz et al planning, but considering the rapid urbanisation forintegratedshowing thenecessity andbalanced Historic cities may provide the most clear examples CONTEXT CONDITIONS lower speeds,asdepicted on Figure15. in remarkably traffi result car not for c did capacity 40%) on certain sections. Atthesametime,reduced times for some bus lines were reduced signifi cantly (by Thetravel than60seconds). greater were values these 30 seconds, whereas prior to the implementation, times werelessthan 60 or at some crossings,even waiting plans, signal the signifi changing (after cantly that waiting timeofpedestriansatcrossingsdropped forpublictransit.times Thesimulationresultsshowed pedestrians, but also reduced waiting- and travel of pedestrians not only improved the situation for been demonstrated thatthemeasuresinfavour traffivehicular cause it has would cto collapse, ow fl 10. 9. Pedestrian Network) Create a Réseau Piéton Magistral (Major close gapsin the pedestrian network. Create newpedestrianlinksalongwatersto 35

INFRASTRUCTURE: MOVING TRAFFIC L for pedestrians, cyclists and public transport. closed tomotorisedvehiclesandisnowaccessibleonly usually heavily congested (EUROCITIES 2014b), was is that centre city the in artery traffic main a Street, of one-way streets. In2013, a corepart of Slovenska parking spaces in the city centre and the introduction like reduced speed zones, the reduction of available and environmentally friendly modes oftransport, improve themodalsplitratio betweencartraffic transport modesinordertotacklecongestion and further measures to promote non-motorised ELAN project(2008-2012),Ljubljanaimplemented hectares (City of Ljubljana 2016). Within the CIVITAS- enlarged. Today, it covers an area of more than 10 and thisdesignatedecologicalzone hasbeengradually In 2007,thecitycentrewasclosedtoallmotorvehicles and congestionproblems(CIVITAS ELANn.y.). Pedestrian Zones in the City Centre 9. Ljubljana: output. In:ProceedingsoftheInstitutionCivil robust technical planning method with strong visual Reutenauer, F. Schubert(2013). Kara, Devrim, S. Koesling, T. Kretz, Y. Laugel, F. FURTHER INFORMATION traffic planning to create safe and liveable city streets. andpointtothefutureofcity become trendsetters motorised congestion.In this way, the historic cities walking does not result in an increased level of A PORTFOLIO OFMEASURES km five of area an in living people 27,000 with density urban high relatively a has centre city Ljubljana The centre. scientific and tradecultural, important an and inhabitants 281,000 about with Slovenia of capital the is jubljana 2 . The city centre faces an increasing number of daily commuters which contributes to , noise . The city centre faces an increasing number of daily commuters which contributes to air pollution, noise

Microsimulation – a

FLOW local traffic in the city centre. Credit: City of Ljubljana 2016 Ljubljana of City Credit: centre. city the in traffic local area marked in yellow indicates the pedestrian area with restricted The am. 10 6 and between are times Delivery centre. city the in traffic indicates the pedestrian-only area with a total ban on motorised Figure 16: 2013. ANF10 (Pedestrians) for TRB to Committee Submitted Multi-modal simulation-based planning forpedestrians. Kretz, Tobias, F. Reutenauer,F. Schubert(2012). Group, Strasbourg, France. Conference 2013.PTVGroup,Karlsruhe,Germany& environment infavourofwalking.EuropeanTransport Using micro-simulationintherestructuringofanurban Kretz, Tobias, F. Schubert,F. Reutenauer(2013). 2014) IssueCE5.Volume 167IssueCE5.ICE Publishing. Engineers – Special Issue 167 (May Ecological zone in Ljubljana: The area marked in red 36

INFRASTRUCTURE: MOVING TRAFFIC but rather contributed to a relief in road traffic. traffic. road in relief a to contributed rather but enlargement didnothaveanegativeeffectoncongestion Ljubljana, itcanbeassumedthattheintroductionand stronger among the inhabitants living in the centre of use decreasedinLjubljanafrom2003to2013andeven are isnotavailable.However,sincethemodalsplitofcar enlargement ofthepedestrianzones inthecitycentre Evidence abouttheeffectsofintroductionand CONGESTION-RELATEDIMPACTS to 53%in 2013, car use decreasedfrom47% to 19%. in the city centre: Walking increased from 33% in 2003 of car use are stronger among the inhabitants living an increased share of walking and a decreased share (data fromLjubljanacityadministration). Theeffectsof in 2003) could bedecreased(51% in2013) city-wide increasing mode share of car traffic (42% in 1994, 58% 19% in2003) could beincreased(25%in2013) and an decreasing mode share of pedestrians (27% in 1994, of environmentally friendly modes of transport, a infavour regime traffic the of modification the and As a result ofgiving more priority to pedestrians 2014a). (City of Ljubljana 2016 & 2013, EUROCITIES events” foravarietyofsocial,cultural andsportssetting into “a pleasant public space and an attractive cars” was once overcrowdedwith transform the city “that mobility, to avoidcongestionin the city centre and to extended in order to encourage non-motorised Pedestrian zones in the city centre of Ljubljana were IMPACTSACTUAL AND PURPOSE OFTHEMEASURE A PORTFOLIO OFMEASURES

Ljubljana) and modal split of Ljubljana centre inhabitants between 2003 and 2013. Source:City of Ljubljana 2014, p. 7 Figure 18: Modal Split Modal Split of Ljubljana in total

of Ljubljana centre inhabitats 100% 10% 20% 30% 40% 50% 60% 70% 80% 90% 0% 100% Car 10% 20% 30% 40% 50% 60% 70% 80% 90% 0% Car Modal split of Ljubljana in total between 1994 and 2013 Source: information provided by the city administration of Public Transport and cycling and Transport Public Public Transport Public 1994 42 21 10 27 2003 47 20 33 2003 58 13 10 19

Cycling

FLOW 2013 19 28 53 Walking Walking 2013 51 14 10 25

Capital in 2016. Commission toaward Ljubljana the European Green Ljubljana. This was one reason for the European creating qualitativegainsforthecitizenslivingin amounts ofpublic open spaces were renovated, on pedestrians, cyclists and public transport. Large previously car dominated city to a city with a focus Ljubljana succeededintransforming itselffroma CONDITIONSCONTEXT picture below B.J.Jersic/V.Kontic M.Fras/D.Wedam,above: picture Credit: zone. ecological the of Figure 17

Modal Split Modal Split of Ljubljana in total

of Ljubljana centre inhabitats 100% 80% 90% 10% 20% 30% 40% 50% 60% 70% 0% 100% : Thecity centre ofLjubljana before and after the creation Car 10% 20% 30% 40% 50% 60% 70% 80% 90% 0% Car Public Transport and cycling and Transport Public Public Transport Public 1994 27 42 21 10 2003 47 20 33 2003 10 19 58 13 Cycling 2013 19 28 53 Walking Walking 2013 25 51 14 10

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INFRASTRUCTURE: MOVING TRAFFIC sustainable-projects/city-centre-eco-zone/. http://www.ljubljana.si/en/green-capital/green-merits City of Ljubljana (2016). FURTHER INFORMATION p five carry can and km/h 25 of the pedestrianzones. Thee-vehiclestravel ataspeed within walking difficulty has who anyone to available Kavalir (Gentle Helper) electric vehicles for free transport four of fleet a offers also Ljubljana centre, city the to accessibility As anadditionalmeasuretoprovidebetter city centre,additionalpark&ridefacilitieswerecreated. pedestrians. For compensatingreducedparkinginthe lower deckofthebridgeisexclusivelyforcyclistsand the new two-levelFabiani Bridge in 2012. The entire an innerringroadwascompletedwiththeopeningof centre, city the around streets the in traffic Toreduce in thecitycentreandtoensureaccessibility. flows traffic improving for measures complementary zones in the cit The introduction and enlargement of the pedestrian ROLE OFMEASUREBUNDLES A PORTFOLIO OFMEASURES y centre were accompanied by City Centre–Ecological Zone. assengers. assengers. FLOW /20- winning-cities/2016-ljubljana/ http://ec.europa.eu/e European Green Capital (2014). Week-award-WSPO-9HHEWP eurocities/news/Ljubljana-win Mobility Week Award. EUROCITIES (2014b). mobility-in-Ljubljana-WSPO-9F5JS6 http://www.eurocities.eu/eurocities/news/Independent- EUROCITIES (2014a). sites/default/files/e-civitas-elan20brochure.pdf Introductory Brochure. (n.d.). ELAN CIVITAS content/uploads/2014/07/Indicator_2_Ljubljana_2016.pdf ec.europa.eu/environment/europeangreencapital/wp- form for the competition “European Green Capital”. (2013). Ljubljana of City uploads/2014/07/Ljubljana_2016_Pres-2low.pdf. eu/environment/europeangreencapital/wp-content/ http://ec.europa. 2. section Capital”, Green “European change. Ljubl (2014). Ljubljana of City jana presentation in the competition nvironment/europeangreencapital/ Independent mobility in Ljubljana. Independent mobility in Ljubljana. Mobilising Citizens for Vital Cities. Mobilising CitizensforVitalCities. Ljubljana wins 2013 European Ljubljana wins2013European http://www.civitas-initiative.org/ Great challenge and biggest Great challenge and biggest http://www.eurocities.eu/ Local transport. Application transport.Local Application s-2013-European-Mobility- . . 2016 – Ljubljana. . http:// . 38

INFRASTRUCTURE: MOVING TRAFFIC A PORTFOLIO OF MEASURES FLOW

CASE STUDIES Cycling infrastructure: parking and bike share A PORTFOLIO OF MEASURES FLOW

10. Münster: Bicycle Station (Bike + Ride)

ünster is a well-known German cycling city. As a result of a long-term cycling promotion policy consisting of various infrastructure components (e.g. primary and secondary cycle networks), as well as traffic management Mand services, the modal spilt for cycling has risen from 29.2% in 1982 to 39.1% in 2013.

With more than 105,000 cyclists per workday, bicycle PURPOSE OF THE MEASURE parking is an important infrastructure element at public AND ACTUAL IMPACTS transport stops, work places, shopping facilities etc. One year after the bicycle parking facility opened, The main challenge was providing sufficient bicycle 80% of its capacity was already being used by 2,900 parking at the central station, being the main annual ticket holders, with an additional 100 to 400

for commuters: here the parking situation was so bad, INFRASTRUCTURE: CYCLING SHARE AND BIKE PARKING daily tickets sold (depending on season and weather). that walking paths on the station forecourt (Berliner Platz) where blocked by parked bicycles forcing pedestrians A survey conducted in October 1999 showed that 26% to walk on the street. To remedy this situation and to of the bike station users didn’t use the bike to go to the regain the space for other uses (e.g., benches and street train station before (Blomeyer & Milzkott 1999). 33% furniture), a two-story bike station with space for 3,300 of bike station users now use their bicycles more often cycles and various services – e.g. lockers, bicycle wash than before, whereas 63% show the same use patterns and repair service - was built in 1999. The underground and only 4% use it less than before. Extrapolated to bicycle station can be reached by one big ramp or two the whole user segment, this would mean that the bike stairways, one leading directly into the central station station has motivated around 520 additional people and the second into the adjacent pedestrian area (see to use their bicycle. Figure 19). Costs for parking range from €0.70 per day After the opening of the bike station, bicycle parking to €7 per month and €70 per year. on the forecourt was banned completely and the space was re-designed for more recreational use. Few years later, illegally parked bicycles again became a problem in adjacent side streets near the train station. Thus in 2005, the area at the back of the

Figure 19: "Left: Sketch of Münster bicycle station. Source: http://www.muenster.de/stadt/radstation/; Right: Picture of the bicycle station Credit: Rüdiger Wölk, Münster

40 A PORTFOLIO OF MEASURES FLOW

walking 13.4 15.7 25 21.2 21.5 21.7 cycling public transport

35.2 car 37.6 33.9 31.7 29.2 39.1

10.9 6.6 6.6 9.5 10.4 10.2

39.2 38.3 37.3 40.5 36.3 29 Figure 20: Modal split of Münster between 1982 and 2013. Source: Münster 2016, Münster 2015b. http://www.muenster.de/stadt/radstation/ 1982 1990 1994 2001 2007 2013

main station was also re-designed and fitted with 790 ROLE OF MEASURE BUNDLES additional bicycle parking facilities. The provision of adequate parking facilities for bicycles is

seen as one important component of high quality cycling INFRASTRUCTURE: CYCLING SHARE AND BIKE PARKING CONGESTION-RELATED IMPACTS infrastructure in Münster. Hence besides the bike station Since the main goal of building bike stations is to at the main station, Bike+Ride facilities are provided at provide secure bicycle parking as one element of an several points within the city. In addition, bus stops, attractive cycling infrastructure, the impacts of this especially suburban ones, are equipped with racks, measure on congestion were not evaluated in Münster. significantly increasing the catchment area of the buses. In the above mentioned survey not even the question “what the people used, that didn’t take the bike earlier” was raised. Thus the impact of FURTHER INFORMATION this measure on congestion is not clear. Blomeyer & Milzkott (1999). Radstation am Nevertheless since the modal split of cars decreased Hauptbahnhof Münster. Nutzerbefragung im Rahmen slightly between 2001 and 2013 (Figure 20), it can be der Akzeptanzanalyse. Study on behalf of the city assumed that the bike station had no negative effect of Münster. [pdf] http://www.muenster.de/stadt/ on congestion. radstation/html/kapitel3.html. GIZ (2011). Münster, Germany: An Example of Promoting CONTEXT CONDITIONS Cycling in Cities – Components of a High Quality Bicycling Infrastructure. A Short Survey. Case Studies in The example of Münster shows that by putting in Sustainable Urban Transport #2, Eschborn. http://www. place high quality bicycle infrastructure as well as sutp.org/en/resources/publications-by-topic/walking- regulations and enforcement, the proportion of cyclists and-cycling.html. can be increased significantly. Hence the infrastructure Stadt Münster (2016). Darstellung Gesamtverkehr auf provided must be a well-meshed mix of various Homepage der Stadt Münster. http://www.muenster.de/ components. Furthermore, the bicycle network needs stadt/stadtplanung/gesamtverkehr.html to be integrated into an overall transport strategy that Stadt Münster (2015). Die Radstation – Ein starkes also enables the combination of different sustainable Stück Umweltverbund. http://www.muenster.de/stadt/ transport modes (e.g. interface between cycling and radstation/index.html. public transport). Stadt Münster (2015b). 3. Nahverkehrsplan Stadt Münster. http://www.stadtwerke-muenster.de/blog/ wp-content/uploads/Anlage_1_Schlussbericht_2015.pdf.

41 A PORTFOLIO OF MEASURES FLOW

11. Bordeaux: Bike Sharing to Ease Congestion Caused by Construction Works

rom the 1960’s until the 1990’s, Bordeaux was congested and air quality was poor: almost no one rode bicycles in the city during that time. The tramway had been removed from the streets around 1958. A turning point Fcame with the election of Alain Juppé as Mayor in 1995: he decided in 1997, after much debate, to put 44 km of tram lines back in the streets.

Construction of the tramway (phase 1) started in 2000 and lasted until 2005. For about 3 years, the whole centre of the city was blocked, inaccessible for cars and congested on the remaining routes. During this time people started turning to the bicycle for their INFRASTRUCTURE: CYCLING SHARE AND BIKE PARKING daily trips and the city of Bordeaux started lending bicycles for long term use. The lending programme was a success. Around 4,000 bicycles were available for citizens free of charge for periods from one week to one year. In 2010 the Bordeaux bike share system VCub started, replacing the original fleet of Mairie de Bordeaux bikes (Belhocine 2015).

PURPOSE OF THE MEASURE AND ACTUAL IMPACTS

Purpose of the measure was to keep Bordeaux accessible

during the construction works of the tramways. Figure 21: Bicycle trips in the Bordeaux metropolitan area. Source: Enquête Ménage Déplacements 2009 Thanks to the success of bike lending during the construction work, the city of Bordeaux continued the measure even when construction was complete and CONGESTION-RELATED IMPACTS organised La Maison du Vélo to manage the system. The impact has been important for the city centre. The bike lending scheme also gave Bordeaux the idea to The bike appeared to a lot of inhabitant as the only implement a public bike sharing system. Starting in the viable mode of transport in a city crowded with cars beginning of 2010, the VCUB bike sharing programme and construction sites. From 1998 until 2009, Bordeaux has also been a success. The Bordeaux bike share counts saw small positive changes in modal split: 1,700 bikes at 166 stations: 99 are located in Bordeaux (every 300 to 500 metres) and 40 in the wider region. • Car use decreased from 64% to 59% (down According to Bordeaux Métropole, bikes are used an to 40% in the city centre) average of 6.7 times per day. Today, Bordeaux Métropole • Public transport grew from 9% to 10% is opening more stations and is trying to improve the • Cycling grew from 1-2% to 4% (and 9% in VCub+ system, which allows users to rent a bike for up the city centre) to 20 hours. This measure targets workers in the area • Walking increased from 22% to 24% who cannot have their own bike because of a lack of parking spots in their homes. In Bordeaux, the share The bicycle mode split results vary depending on of VCub users represents only 8% of the bicycle users. the location. The share grew rapidly from 1-2% to VCUBs are also mostly used by tourists. approximately 9% in the city centre. On the other hand, the in the periphery of the metropolitan

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area is lower. As shown on the map below, there are ROLE OF MEASURE BUNDLES massive discrepancies between bicycle use in the centre of Bordeaux and the other nearby cities within The case of Bordeaux shows that in a context of massive the Bordeaux Métropole. congestion and traffic, people turn to the easiest, cheapest and most practical transport modes they have. A city can help its residents make such a choice CONTEXT CONDITIONS by providing inexpensive – or free – bicycles for long- term use. However, it is important to note that such Bordeaux and its city center succeeded in transforming measures may be best implemented in relatively dense a previously car dominated city to a city with a focus urban areas, as city sprawl can deter inhabitants from on pedestrians, cyclists and public transport. First of using bicycles to get around when distances are too far. all, the political choice to put the tramway back on the streets shows a will to limit the use of cars in the centre. Moreover, the whole centre was pedestrianised FURTHER INFORMATION which made using bicycles safer. This is why the modal split is higher in the centre city than in the Belhocine, Aurelien (2015). Bicycle policies of Bordeaux rest of the Métropole. In order to complement these Métropole, Master Thesis SciencesPo Bordeaux measures and to provide better accessibility to the city Enquête Ménage Déplacements (2009). La Mai- centre, there are at least 22 park & rides in Bordeaux son du vélo. http://www.bordeaux.fr/pgFicheOrga. Métropole allowing users to leave their car in a safe psml?_nfpb=true&_pageLabel=pgFicheOrga&classof- INFRASTRUCTURE: CYCLING SHARE AND BIKE PARKING parking and take public transport. content=organisme&id=1586

Le Tram de Bordeaux (2009). Les 3 phases du tram de Bordeaux. http://tram.bordeaux.free.fr/les_trois_ phases.htm

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CASE STUDIES Traffic management strategies M the impact of the School Streets project specifically, project Streets School the of impact the bike. However,there is no before-after data to assess travelled toschoolbypublic transport, onfoot orby of trips to primary school shows that 80% of pupils a numberofinitiatives. 2008 data on themodal split travel by active modes and public transport through Bolzano hasbeensuccessfuli AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE Haddington to improvethesafety of children. it was trialling school peak-hour vehicle restrictions in Lothian Council in Scotland announced in2014 that around Europe.Forexample,Eastother locations The conceptofSchoolStreetshasbeentestedin disabled drivers and access forlocal residents. to thetemporary vehicle restrictions include bicycles, picking up children at the schoolgates.Exemptions effectively preventing parents from dropping off and for childrenarrivinganddepartingfromschool, duringpeaktimes for15minutes aschool around streets specific to access vehicular of restriction time to school. The concept of School Streetsinvolves a parents from allowing their children to walk or cycle indiscriminate parkingandconditionsthatdiscourage children bycar,itiscommontoencountercongestion, and pickup In schoolswheremanyparentsdropoff times. peak at traffic urban autonomy ofchildren around the school and torelieve 1989 as a means to ensure the safety and transport was introducedatprimaryschoolsinBolzano Southern Tyrol in . The concept of School Streets Bolzano is a city ofover 100,000 people located in school. TheSchoolStreetsproject in Bolzano is a particularly successful example. School Streets 12. Bolzano: A PORTFOLIO OFMEASURES be adoptedtoencourage children and their parentstoswitchnon-car transport modesfortravel to reducing peak congestion.Thereareavariety of examplesschooltravel planning measures that can easures toreducethenumberofparentsdriving their children to schoolcan have atangible impact on

n encouraging school

FLOW 60,000 according to theUrban Mobility Plan. within the city area of Bolzano which equates to around about 8%ofthetotaldaily volume ofvehicletrips modal splitequatestoaround 4,800 person trips,or children of primary school agesothe80%non-car The Municipality ofBolzanohasapproximately 6,000 network. traffic the on share mode school primary to contextualise the contribution of the sustainable congestion impacts oftheSchoolStreets,itispossible While there is no direct evidence proving the CONGESTION-RELATED IMPACTS could be linked to this measure. whatproportionofthemodalsplit or todisaggregate https://www.vcoe.at/news/details/autofreie-zone-vor-der-schule Figure 22: SchoolStreetin Bolzano. Source:

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TRAFFIC MANAGEMENT STRATEGIES I during . The green wave cycle tracks are on Copenhagen’scycletracks, which are heavily used down sincefastercyclists can createsafetyproblems bit faster, but also toencourage fastercyclists to slow 20 km/hismeanttoencourage slowercyclerstogoa the green wave at a speed of about 16 km/h. Setting The average speedofbicycle users inCopenhagenis are lights coordinated for cyclists riding at a speed of20 km/h. traffic the wave, green the Within centre. city the entering users bicycle the of 26% roughly is which Green Wave forCyclists 13. Copenhagen: autonomous way. Safe pedestrian behaviour forms get intothehabit of travelling to schoolinasafeand educational programme to encourage children to closure ofstreetsaroundschools,butalsoawider The SchoolStreetsconceptinvolvesnotonlythetimed ROLE OFMEASUREBUNDLES citizens. its for mobility accessible and efficient emphasis onthecyclenetworkasameansofdelivering use of the public space available, and places great Municipality of Bolzano aims to achieve more efficient by residents. TheUrban Mobility Plan published by the (29.5%) and cycling (29%) mode share of trips made Bolzano is a relatively compact city with a high walking between 2002 and 2009. the surrounding area into the city remained stable incidents. TheUrbanMobilityPlannotesthattripsfrom experienced in the peak periods and in the event of is congestion traffic Some Bolzano. from and to trips 150,000 of which the majority (90,000) are vehicle The totaldaily volume oftripsinBolzanoisaround CONTEXT CONDITIONS A PORTFOLIO OFMEASURES cycle traffic volumes are significant. Currently, about 80,000 cyclists use the green wave corridors each day, each corridors wave green the use cyclists 80,000 about Currently, significant. are volumes traffic cycle travel time for cyclists. Since then, the concept has been extended to other major arteries in the city, where n 2007 the City of Copenhagen established the first green wave for cyclists on Nørrebrogade in order to reduce FLOW

site visitsinGraz (AT) and Bolzano (IT). Transport Learning(2012). id=2146 http://54.229.139.200/index.php?id=13&study_ study. Case entrance. schools at jams traffic trast ELTIS (2009). tions_to_begin_in_haddington lothian.gov.uk/news/article/1556/new_traffic_restric to begin in Haddington. Press release. East LothianCouncil(2014). LINK=3555 bilita_context02.jsp?hostmatch=true&area=19&ID_ Mobilita 2020. Commune diBolzano(2009). FURTHER INFORMATION also learnhowtousebikes. school and before starting secondary school, children part of the curriculum at the beginning of primary lights are shown in smoothly. A green wave and the green LED afternoon it is reversed so bicycle users can flow home wave isimplementedall the wayintocity. In the next green light. In the morning rush hour, the green cyclists iftheirspeedisappropriatetoreachthe equipped with green LED lights which indicate to materials_for_site-visits.pdf portlearning.net/docs/file/transport_learning_d_6_1_ , last accessed 08/10/15. , last accessed 10/10/15. http://www.gemeinde.bozen.it/mo SCHOOL STREETS awaytocon Figure 23.

D6.1 -Materials for the , lastaccessed08/10/15. New traffic restrictions traffic New Piano Urbanodella http://www.east http://trans - - - - - 46

TRAFFIC MANAGEMENT STRATEGIES hourly demand in the morning peak almost exceeds the greenwavewasfirstimplemented.Here users a day, bicycle traffic has increased by 15% since bicycle 35,000 over with arterial wave green first the on Nørrebrogade, – traffic cycling of increase the reducing travel Anotherimpactis timeforcyclists. thus flow, traffic bicycle improves wave green The AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE they pass throughtheintersection. roughly together, thelight ahead will stay greenuntil an intersection. If there are five or more people cycling green wave2.0will detect bicycle users approaching involving a detection system onØsterbrogade.This Currently, Copenhagen is testing a pilot project 2007b), Right – GreenLEDlights. Source: Rambol 2016 Figure 23: A PORTFOLIO OFMEASURES Left - Green wavesignCopenhagen Source: Hoegh Results forcars after implementation of greenwave.Source:Hoegh2007a Table 8 (top) To centreintheafternoon From centreintheafternoon From centreinthemorning ing To centreinthemorn For cars: To centreintheafternoon From centreintheafternoon From centreinthemorning ing To centreinthemorn For bicycles: – Results after implementation of greenwaveforcyclists,

FLOW - - Green wave Green wave Green wave Green wave and after implementing the greenwave. other corridors.Table 8showsacomparisonofbefore and Nørrebrogade in implemented was wave green congestion for cars nor relieved it. Consequently, the that that the green waveforcyclists neither increased being 22.34 km/h and after 22.36 km/h [4],meaning with anaverage speedbeforethegreenwaveproject unaffected, almost was centre city the towards traffic 15 km/htoalmost21km/h.Atthesametime,car the average speed increased from approximately that the cycletriptocity centre becamefaster: bicycles and cars in the morning peak hours showed travel times, speeds and number of stopsmade by green waveat13signalised intersections. Measureof a pilot study was conducted in 2004, with a provisional Before implementing the green wave in Nørrebrogade, CONGESTION-RELATED IMPACTS is widening this corridor as an accompanying measure. slowing downcyclists.HencetheCity of Copenhagen capacity and thereforecanhavetheadverseeffect– (City of Copenhagen,2015). Therefore Copenhagen is travel times and results in a feeling of insecurity.” cycling,increases impedes congestion is heaviest. traffic bicycle where sections many in growth of bicycle traffic means that capacity is strained (City of Copenhagen,2015). On theotherhand, “the transport andbusestogetthroughmoreeasily.” basic motor transport such as tradesmen, goods bicycles, for example,makesiteasiernecessary Today large numberof Copenhagenreportsthat “the Saved stops Saved stops 0 3 1 6 0 1 1 1 (below) Saved min./sec. Saved min./sec. 0:36 1:13 0:35 2:29 0:30 0:48 0:30 :

0 47

TRAFFIC MANAGEMENT STRATEGIES CO Transport to contributors biggest isstilloneofthe more than 50% of all trips should be taken by bike. trips happen onbiketoday. But the ambition is that its 42% bicycle of all for culture: is known Copenhagen effiand clean smart, be can solutions cient. life: Copenhagenwantstodemonstrate howgreen At the sametime,there’s a strong focusonquality of in 2025. This requiresboldand innovative measures. Copenhagenize (2014). pdf, retrieved5.10.2015. kk.sites.itera.dk/apps/kk_pub2/pdf/823_Bg65v7UH2t. of Copenhagen’s bicycle strategy 2011 - 2025. http:// best:Thecity (n.y.).Good,better, Copenhagen of City count-2014.pdf, retrieved 5.10.2015. wp-content/uploads/2015/05/Copenhagens-Biycle-Ac- cle Account 2014. http://www.cycling-embassy.dk/ City of Copenhagen (2015). FURTHER INFORMATION Copenhagen hassetagoalofbecomingCO CONTEXT CONDITIONS the peakhour volumes. can handle the growth of bicycle traffic and especially continually expanding the cycling infrastructure so it A PORTFOLIO OFMEASURESFLOW 2 emissionsandothertypesofair pollution, while Figure 24: 24 hours weekday traffic entering and leaving the city centre. Source: City of Copenhagen 2015 Copenhagen of City Source: centre. city the leaving and entering traffic weekday hours 24 The GreenWaves ofCopen- Copenhagen’s Bicy- 2 neutral retrieved 26.01.2016. ramboll.com/projects/rdk/gron-bolge-for-cyklister, Rambol (2016). Munich 2007, Workshop Best Practise for Metropolises. Cyclists inCopenhagen,PresentationforVelo-City Hoegh, Nicolai Rydíng (2007b). GreenWaves for 2007, Workshop BetsPractise for Metropolises. Cyclists in Copenhagen, Paper for Velo-City Munich Hoegh, Nicolai Rydíng (2007a). Green Waves for green-waves-of-copenhagen.html, retrieved 5.10.2015. hagen. http://www.copenhagenize.com/2014/08/the- pollution is aboveEUlimits. car ownership is still increasing. In several streets, air ROLE OFMEASUREBUNDLES demand on traffion demand flc ow. is important to avoid adverse effects ofincreased green wave. Creating more space for bicycle users by 15%onNørrebrogadesinceimplementationofthe traffibicycle (e.g., routes wave increased green has c with of the cycling widening tracksaddressed along the was demand that the greenwaveprojectstriggered a result of this bundle of measures. The increase in trafficycling of increase as the place taken has that c success asa bicycle friendly city. Figure24 illustrates infrastructure elements that support Copenhagen’s The green wave is only one ofmany design and Green Wave forCyclists.http://www. 48

TRAFFIC MANAGEMENT STRATEGIES S and 56% ofchildren, whodirectly experienced both crossings by 69% of mobility impaired pedestrians 79% of children. PCaTS was preferred overstandard post study, 94% of mobility impaired pedestrians and ex- final the in pedestrians all of 83% phase: blackout pedestrians liked the countdown more than the The studies demonstrate that the majority of AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE behaviour. impacts on users’ before and after introducing PCaTS to assess their gather further information. Research was conducted were carried out using face-to-face questionnaires to interactions perceptionsurveys andpedestrian drivers’ The junctions were filmed to examine pedestrians’ and cross. to time insufficient who hadnotstartedcrossingtheroadthattherewas walking speed.Theyalsoprovidedinformationtothose cross theroadandhowtheyshouldadjusttheir pedestrians see how much time they had to safely until the start of the red light. These devices helped installed on pedestrian signals toshowthetimeleft On selected junctions, the countdown timers were the crossing, entering while confident more and safer feel them Signal Junctions (PCaTS); with the intentions to make Traffic at Countdown Pedestrian for sites trial eight by pedestrians, Transport for London introduced Because the blackout phase is not fully understood the green light. receive will traffic motorised when about information of lack the of because road the crossing unsafe feel phase whereneither a green nora red signal is displayed. Thus, some pedestrians appears, there isa “blackout” at Signalised Junctions Pedestrian Countdown 14. London: A PORTFOLIO OFMEASURES is moreriskythat the signal phases forpedestrians are designedin such a way that after a green signal is always theriskthat pedestrians willenteracrossingatanytime,eveniftheredsignal is displayed. What ignalised junctions in London are characterised by high intensity of both pedestrian and vehicle traffic. There

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Credit: Transport for London(TfL) Figure 25: participants felt lessrushedwhilecrossingtheroad. felt safer with PCaTS. At the same time, about 20% of children and 71% of mobility impaired stated that they of children andmobility impaired pedestrians, 83%of across all sites. Furthermore,inthe separate survey average increasewasfrom73%(before)to91%(after) survey.The felt saferusingthecrossingin“after” in the percentage of participants stating that they types ofcrossing.Atall sites therewasanincrease Pedestriancountdownat signalised junction in London. 49

TRAFFIC MANAGEMENT STRATEGIES the road on the red light, possibly inducing conflicts inducing possibly light, red the on road the In Londonahighpercentageofpedestrianscross CONTEXT CONDITIONS its impact on reducing congestion. and package PCaTS of the benefits traffic motorised These measures are usefultounderstandthepotential the examined junctions were lesscongested. Thanks to reducing driver delay and queue lengths, surveys. in the“after” to amaximumof0.7seconds forward slightlyearlieratthemajorityofsites,up junctions. Furthermore, vehicles started to move delay decreased between2 and 8secondsat different seconds toseveral minutes.Therebyaverage vehicle green time available to traffic ranged from just over40 When averaged over a one hour period, the additional time for vehicles) resultedinreduced delay fordrivers. of the PCaTS package of measures (increasing green study showed that the re-timing element The “after” well. as traffic motorised for time light choices, itwasalsopossibletoslightly lengthen green and as they could now make more confident crossing safety; of a feeling with and efficiently more road the The countdown timers enabled pedestrians to cross CONGESTION-RELATED IMPACTS A PORTFOLIO OFMEASURES FLOW ROLE OFMEASUREBUNDLES from illegally crossing theroad on theredlight. also bestated that PCaTS may not discourage people pedestrians than the blackout phase; however,it can countdown phase is much morecomfortable for to walkacrosstheroadatease.Trials show that the crossing eventhough there istypically enough time the forentering bypedestrians often less is used between vehicles and pedestrians. The blackout phase FURTHER INFORMATION pedestrians. and traffic both to benefits deliver can This trial has demonstrated that the PCaTS package traffic. road and pedestrians between the allocation of and “greenhelp optimise time- since it has the potential to improve junction efficiency flow, traffic smoothing for (MTS) Strategy Transport PCaTS isoneofthemeasuresincludedinMayor’s PCaTS-Note-3-PCaTS-Trial-Results-Report.pdf Trial - Road (PCaTS) Junctions Signal Traffic at Countdown Transport ResearchLaboratory(2011). http://tfl.gov.uk/cdn/static/cms/documents/ Pedestrian . 50

TRAFFIC MANAGEMENT STRATEGIES A PORTFOLIO OF MEASURES FLOW

CASE STUDIES Mobility management S Södermalm, Norrmalm, Östermalm, Vasastaden, most vehiclesenteringthecity centre (which includes Stockholm. Thecongestiontaxrequiresthedriversof debate andareferendumintheMunicipalityof implemented a “congestion following a long tax” To solvethisproblemtheSwedishGovernment Congestion Charge 15. Stockholm A PORTFOLIO OFMEASURES commuters whocontribute to air pollution, noise and congestion problems. population of over2.2million. Stockholm’s city centre facestheproblemofalarge numberofdaily vehicle tockholm, with nearly 1 million citizens, is the most populous city of Swedenand its metropolitan area has a Figure 26: Mapofthecongestioncharge area and gates around Stockholm. Source: SwedishRoad Administration FLOW in public transport and road improvements. is returned to theStockholmregionforinvestments license plate recognition cameras). All the tax income measure includes ITS infrastructure (e.g.,automatic Djurgården) to pay a fee between certain hours. The Kungsholmen, Stora Essingen,LillaEssingenand 52

OBILITY MANAGEMENT city centre. The public attitude towards the congestion succeeded in decreasing the level of congestion in the programme charging congestion Stockholm’s CONTEXT CONDITIONS occurred. walking and cycling to shift modal of evidence No detail. more in researched be should transport public to shift modal on Evidence airpollution. and on congestion traffic motorised of effects the regarding evidence is There CONGESTION-RELATEDIMPACTS of charging drivers to enter the Stockholm city centre: The following traffic changes were observed as a result IMPACTS PURPOSE OFTHEMEASUREANDACTUAL A PORTFOLIO OFMEASURES • • • • • • • decreased by 30% and more. and 30% by decreased The worst queues in and near the city centre sectors). different in 26% to 9 from ranging declines (with 10-15% by declined city centre the from and to traffic Overall cycling, carpooling or telecommuting. or carpooling cycling, in observed was increase significant No fee. the paying avoid to departure public transport. Some changed their time of to shifted period charge the during trips up gave who users car of 50% than fewer that appears It charges. congestion to attributed entirely be not could increase this though Public transportation use increased by 6-9%, 20-25%. by dropped and traffic volumes on most congested roads There was an increase in travel time reliability zone. the outside VMT in reduction % one and zonecharged the in (VMT) travelled miles vehicle in reduction 14% a was There ended. period charge the after evening the in declined also Traffic period. peak The biggest decline was during the afternoon

FLOW ROLE OFMEASUREBUNDLES people voted in favour the of the measure year in a referendum. one of period trial the after implemented, was it before charge congestion of idea the opposed charge changed after the implementation: the majority public transport capacity. Reduced road congestion in expanded to thanks likely most , commuter the on decreased but metro the in somewhat increased , standing of number the by measured around 4-5%. Crowding in the public transport system, number of passengers in the transit system increased by the that transportmeant public to car from switching Drivers “sticks”. just not and “carrots” show to will political a by partly and transport, public for demand increased meet to partly motivated were services extended The services. transit public of extension an of also but charges congestion by only not consisted programme charging congestion Stockholm The 2009, vol. 43, issue 3, pages 297-305. pages 3, issue 43, vol. 2009, Practice, and Policy A: Part Research Transportation In: Stockholm. of case The - charging congestion of role of public transport for feasibility and acceptability Karland K. Brundell-Freij (2009). Kottenhoff, epass24.com/road-tolls/congestion-taxes EPASS24 (2016). transportportal.se/swopec/CTS2014-7.pdf. http://www. overview an charges: congestion Centre forTransport Studies (2014). learnt charges – 5 years on. Effects, acceptability and lessons Brundell-Freij (2012). Börjesson, Maria,J. Eliasson, M. B.Hugosson, K. FURTHER INFORMATION charges. the of acceptability the explaining factor important an was concern environmental voters’ and charges, were to a certain extent marketed as “environmental” punctuality for bus services. In Stockholm, the charges and around the city centre led to increased speeds and . ogsin ae. https://www. Taxes. Congestion h Sokom congestion Stockholm The The Stockholm The 53

OBILITY MANAGEMENT G action also included: action alsoincluded: students were the main target of the campaign. The year first the because semester new the of start the at The routes were promoted marketed as “smart routes”. route twonearbyalternate routes were signed and where alarge this numberofthestudentslive.For the northwithcitycentreanddistrictsinsouth, One oftheseroutesconnectstheZernikeCampusin particular routetousealternative,lessbusy,routes. the city ran a campaign to encourage cyclists on a and safety.Insteadofinvestinginmoreinfrastructure, have reachedcapacitycausingissueswithcongestion traffic systembecause some parts of the cycling system inhabitants by2025.Thisgrowthchallengesthecity’s Groningen is expected togrowover225,000 of inhabitants in Groningen continue to grow. attractive. Today, no less than 60% of all traffic movements are made by bicycle; and both cycling and the number to another.Thismadeitfastercyclewithin the city than to takeacar–andtherebymakingtravel less This plan divided theinner city into four areas.Carsweren’tallowed to crosstheborderdirectly from onepart an Alternative BikeRoute Campaign to PromotetheUseof 16. Groningen: A PORTFOLIO OFMEASURES GGP00520_BoomerangKaarten_ENGELS_DEF.indd 1 ! take theSmartRoute You STUDY? TIME TO NEED MORE Find yourSmartRoute atwww.slimmeroute.nl • • • Since the city’s 1970 “traffic-circulation plan”, cycling has become the most important type of transport. of type important most the become has cycling plan”, “traffic-circulation 1970 city’s the Since houses twolarge universities with morethan 50,000 students. 50%of the citizens are belowtheageof30. roningen is a well-known cycling city in the north of The Netherlands. It has a population of 200,000 and ’ ll beontimeifyou ] indicate “smartroutes” Sign postingandmarkingontheroadto alternative routes Producing a simple map illustrating the a focusgroupandcommunicationsbureau Developing campaignmaterialwithinputfrom

FLOW ! 07-07-15 15:42 the following results: campaign showed that it was successful in achieving routes duringpeaktimes.Anevaluationofthe cyclists from the Zonnelaan route to two alternative Groningen’s campaign aimed to shift a share of the AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE GGP00520_BoomerangKaarten_ENGELS_DEF.indd 2 ! take theSmartRoute You Find yourSmartRoute atwww.slimmeroute.nl NIGHT? LATE • • • • ’ ll beontimeifyou ] of leaflets and water bottles water and leaflets of social media,messageboards,distribution introduction week including use ofwebsite, Campaign promotion during student cycling routeasaresult. ofthosehadchangedtheir campaign and20% 79% ofthosesurveyedwerefamiliarwiththe 4% shiftofcycliststothealternativeroutes. by the media attended a ceremony at Mobility Traffic and with award presented by the alderperson of best commentsortipsaboutthesmart routes Competition to win a bike forsubmission of

! 07-07-15 15:42 54

OBILITY MANAGEMENT T moding to other less busy modes of transport, and by as to avoid the busiest times on the networks, by re- the amount they travelled, by re-timing journeys so to relieve pressure on travel hot spots by reducing campaign, to adapt their travel ahead of the games’ Travellers in London were encouraged, through the ‘Get “Get ahead of theGames” Demand Management 17. London: officials. city to according cyclists on this route, the car traffic flow has improved the cyclecrosses path;duetothelowernumberof traffic vehicular The traffic. motorised of congestion The Groningen campaign could slightly reduce the CONGESTION-RELATED IMPACTS Figure 27: A PORTFOLIO OFMEASURES (TDM) called “Get ahead of the Games” to addressexpectedincreasesin transport demand. (TDM) called “Get ahead of theGames” expected at the start of thestudy. notevidenthowmuchshiftingofcyclistswas It’s GGP00520_BoomerangKaarten_ENGELS_DEF.indd 3 THE MIRROR? IN FRONT OF MUCH TIME TOO SPENT take theSmartRoute You ! Find yourSmartRoute atwww.slimmeroute.nl • •

networks would be insufficient and therefore put in place a programme of Travel Demand Management Demand Travel of a programme place in put therefore and insufficient be would networks Transport for Londonwasawarethat enhanced transport servicesandoperational performance on the he 2012 Olympic andParalympic Gamescreatedanenormouslogistical challenge for Londonashostcity. Smart routes campaign material. Credit: City of Groningen / CHAMP ’ ll beontimeifyou] year. The campaignwillberepeatednextacademic educational institutions, media and politicians. The campaignwaswellreceivedbythestudents, FLOW ! 07-07-15 15:42

http://groningenfietsstad.nl/en/cycling-strategy/. Cycling Strategy 2015-2025. City ofGroningen(2015). Groningen_strategy_FINAL.pdf. http://www.champ-cycling.eu/en/upload/WP3_docs/ CHAMP (2012). PDF/Groningen_Routes_FINAL.pdf Netherlands. CHAMP (2014b). cycling.eu/en/The-Champs/Groningen/Groningen/ CHAMP (2014a). FURTHER INFORMATION routes could travel with reliable journey times. that athletes, fansandLondonerson their everyday London’s commitments during the Games:guarantee This awarenesscampaign aimed tom actions were called the‘four Rs’. re-routing, to avoid the busiest locations. These four GGP00520_BoomerangKaarten_ENGELS_DEF.indd 4 The smartroutescampaignisaninitiativeof to makeitclassontime.” Followthesignsandmarkings will beclearlyindicated. theSmartCyclingRoutes beginning withKeiWeek and fromtheZernikeCampus.??? tosavetimewhencycling withouttraff ic lights Use theSmartRoutes http://www.champ-cycling.eu/en/upload/ Cycling Strategy –City of Groningen. Case study: Smart routes Groningen, Groningen. , Groningen Cycling City -

http://www.champ- . follow uson news andupdates forthelatest + / slimmeroute Programme oftheEuropeanUnion Co-funded bytheIntelligentEnergyEurope eet oneof 07-07-15 15:42 + . 55

OBILITY MANAGEMENT average time.Source:TfLSurface Transport Table 9 was journeys cycling of profile time The respectively. crossings inCentral London were25 and 36% higher otherwise havebeenexpected.Equivalent values for during the Paralympics was 25%higherthan would during the Olympics was about 12% higher, and Cycling numbers across the Thames in Greater London expected. Paralympic games than would otherwise have been and higherduringtheOlympic around8-9% were pedestrian flows across the Thames in Greater London As anindicator of walkinglevelsinGreaterLondon, AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE materials. Credit: ODA /TfL Figure 28: A PORTFOLIO OFMEASURES 2012 2011 equivalent : Journey time reliability for general traffic. Percentage of normalised journey segments completed within 5 minutes of a nominal of 5 minutes within completed segments journey normalised of Percentage traffic. general for reliability time Journey : Example of theGetAhead of theGames marketing

FLOW Olympics 91.1% 91.2% periods. Althoughrelativelysmallinmagnitudefor andovernight late evening the in traffic more with the morning peak and mid-day periods, balanced during traffic less proportionately was there London times and places ontheroadnetwork.AcrossGreater times at which they travelled to avoid the busiest adjustedthe successfully andbusinesses Motorists CONGESTION-RELATED IMPACTS hires overtheParalympics. been expectedduring the Olympics, and 30% more Hire schemesaw43%morehiresthanwouldotherwise been expected.Therecently-extended Barclays Cycle major roadsinLondonthanwouldotherwisehave summer 2012, 20% morecyclists wereobservedon means oftravel to work during the Games. Across that cycling was preferentially used as a suggesting closely comparable tothatmoreusuallyobserved, Network itself could be described as “stable flow”. “stable as described be could itself Network Olympic period,conditionsontheRoute as “unstable” prior to the interventions. During the made uptheOlympicRoutescouldbedescribed roadsthat major the of onmany conditions Traffic CONTEXT CONDITIONS changed theirtimeoftravel, theirmodeorroute. one ofthejourneystheywouldnormallymake,others Part of the population decided not to make patterns. made someformofchange to their normal travel Olympics, 77% ofthe London travelling population Indeed, anotherimportant aspect is that during the traffic. of volume where it also combinedwith reductions in the absolute network, particularlyinCentral andInnerLondon pressure atthemostcriticalpointsonroad inrelieving wascrucial change this traffic, general Transition 92.0% 91.8% Paralympics 89.5% 89.2% 56

OBILITY MANAGEMENT G dcie n rfi i te iiiy f kindergartens. of vicinity the in traffic in decline a of sustainabletravelmodes tokindergartens and of itsimplementation were anincrease in theuse previous editionsofthecampaign, theexpectedresults on Based kindergartens. the around safety traffic number oftripstokindergartens bycarandincrease The main target of the campaign was to reduce the IMPACTS PURPOSE OFTHEMEASUREANDACTUAL or bicycle. children tothekindergarten orchoosepublictransport Therefore, parentswereencouraged to walktheir parents. their and participants traffic youngest the the choiceofsustainable modes oftransport among were involved.Theaimoftheactionwastopromote 2012. In 2015, 26 kindergartens with 2,300 pupils taken place every spring (1st April – 30th June) since The promotionalcampaign “Odprowadzam Sam”has and Cycling in Kindergartens Campaign Promoting Walking 18. Gdynia: London). Central entering traffic less 10% as a result oflower background demand (around better on therestofroadnetworkasawholewerealso flows traffic that shows also evidence The met. were demonstrated bythefactthatjourneytimetargets considerably than under normal conditions as better Networkwas Route the Olympic on flow traffic The on congestionandtravel timeduring the Olympics. travel behaviour and had a Londoners’ positive impact inchanging campaignsucceeded Rs’ ‘four The ROLE OFMEASUREBUNDLES A PORTFOLIO OFMEASURES city. Traffic safety around schools and kindergartens is also an important issue in Gdynia. in issue important an also is kindergartens and schools around Traffic safety city. campaigns have beenundertaken regularly since 2009 to promotesafeand sustainable mobility in the dynia has a population of 250,000. Fifty percent of its residents are regular car users. Awarenessraising

FLOW Juhász, Mattias, T.Juhász, Mattias, Mátrai, G.Gál,L.S.Kerényi (2013). FURTHER INFORMATION walking). traveling waysof cars on alternativeto (especially to refer the children’s attention and preferencestestify in Figures 29 and 30. Change in both travel behaviour The results of beforeand after survey are presented campaign Table 10: its participations were surveyedbeforeand after it. campaign. To theactual result ofthecampaign, verify the for first registered which kindergartens, the in and environmental protection havebeencarried out aboutroadsafetyAdditionally, educationalclasses report-5.pdf. http://content.tfl.gov.uk/travel-in-london- 5. Report Transport forLondon(2012). No. 2,pp.11-19. tapasztalatai – Közlekedéstudományi Szemle - Vol. 63 A 2012-esnyári olimpiai játékok közlekedésszervezési participating in The numberof campaign children 2,301 The number of participants/children surveyed in the

surveyed before Number of the action children 1,282

Travel inLondon- after theaction Number of surveyed children 1,353

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OBILITY MANAGEMENT rjc (0021) Gyi hs and significant gained has Gdynia (2010-2012), project As part ofthe Intelligent Energy Europe SEGMENT ROLE OFMEASUREBUNDLES safety wereimprovedin the vicinity of kindergartens. and conditions Traffic Gdynia. in roads major the on There were no significant changes in traffic conditions CONTEXT CONDITIONS campaign, both about 10%. use wereatcomparable levelsbeforeand after the all modes wereimproved.Bikeandpublic transport kindergarten’s neighbourhoodandconditionsfor them noticedthatfewercarswereparkinginthe increased by 10%. It can be a reason that most of car use decreased by about13% and trips by foot As teachersstatedinthesurvey,all kindergartens in theirkindergarten. Theresultsweresatisfactory. out carried campaign the about survey the out fill but attheendofaction,teacherswereaskedto conditions, traffic in changes estimate to campaign the after and before surveys traffic no were There CONGESTION-RELATED IMPACTS A PORTFOLIO OFMEASURES

Figure 29: by bus, by trolleybus or or train by by bus, by trolleybus by bus, by trolleybus or or train by by bus, by trolleybus Who arrived to kindergarten by car today? car by kindergarten to arrived Who Who arrived to kindergarten by car today? car by kindergarten to arrived Who Figure 30: Who arrived to kindergarten on a or a bike on kindergarten to arrived Who Who arrived to kindergarten on a or a bike on kindergarten to arrived Who Who arrived to kindergarten by bus, by by bus, by to kindergarten arrived Who Who arrived to kindergarten by bus, by by bus, by to kindergarten arrived Who Who arrived to kindergarten on foot foot on kindergarten to arrived Who foot on kindergarten to arrived Who trolleybus or by train today? train by or trolleybus trolleybus or by train today? train by or trolleybus Change in travel behavior of children as a result of thecampaign by bike or by scooter by or bike by by bike or by scooter by or bike by on a on a today?scooter on a on a today?scooter Change in travel preferences ofchildren as a result of thecampaign today? today? Which way for arriving to kindergarten do you kindergartenyou prefer? arriving for to do way Which kindergartenyou prefer? arriving for to do way Which Which way did you arrived to kindergarten arrived to today? did you way Which kindergarten arrived to today? did you way Which on foot on foot by car by by car by 0% 0% FLOW 7% 7% 12% 12% 16% 16% 18% 18% 0% 0% 10% 10% 6% 6% 9% 9% 11% 11% 11% 11% 31% 31% 10% 10% 35% 35% 37% 37% 20% 20% 44% 44% 34% 34% 36% 36% 20% 20% 46% 46% 47% 47% 30% 30% eu/hounslow/segment.nsf/pages/seg-27. SEGMENT (2016). www.mobilnagdynia.pl. Mobilna Gdynia(n.d.). abstracts/B_sessions/B07_Granberg.pdf. fileadmin/user_upload/ITC/sevilla_2007/Programme/ to thestreets.http://sevilla2007.iclei-europe.org/ Abstract forSeville2007:Taking thecommitments Granberg, Anna (2007). tas.eu/content/dynamo. CIVITAS (n.d.). FURTHER INFORMATION project BUSTRIP. in theyears2008-2015 in theframework oftheEU is a continuation and extension of the plan developed developed intheprojectCIVITAS DYN@MO. TheSUMP the SustainableUrbanMobilityPlanwhichisbeing 2012. Themeasuresarepart of theassumptions cycling among schooland kindergarten pupils since implementing dedicated campaigns on walking and methodology. Gdynia has used this experience in marketing campaigns using the segmentation inelaboratingexperience andrunningtailored 30% 30% 40% 40% 40% 40% 50% 50% CIVITAS DYN@MO. http://www.civi 50% 50% Gdynia. http://www.segmentproject. after the action the after action the before action the after action the before after the action after the action before the action after the action before the BUSTRIP toolbox forSUTPs. Transport zbiorowy.http://

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CASE STUDIES Measures for more than one mode G local businesses. value ofthesurroundingproperties forrealestateand of public health, environmental quality, and economic space andbicyclelanes,aswelltheexternalimpacts improved urban design including public pedestrian for opportunities (R40)ringroad, surrounding tothe main location this from traffic vehicular of includearedistribution could actualimpacts the the planningandprojectionevaluationphase.However, The demolitionoftheB401viaduct proposalisstillin IMPACTS PURPOSE OFTHEMEASUREANDACTUAL creation of a more liveable city. neighbourhoods with the goal of helping support the for the future planning of the site and its surrounding reports will be usedtohelpinformanoverall vision and public transport company. Theresultsofthese cooperation withtheFlemishroadadministration Ghent is studying the impacts ofthis project in a variety ofdestinations around thecity. to traffic urban the distribute then could which (R40), city’s the to be diverted could traffic the As analternativetothissinglemajorarterialroad, environmental quality for thecity. and bicyclist safety improvements, and improved forward regarding congestion mitigation, pedestrian the city centre. This measure could be a great leap to drastically reduce thenumberofvehiclesentering section ofhighway, either partly or entirely, in order vehicular viaduct.Ithasbeenproposedtoremovethis (SUMP) raised thequestionoffutureneedforthis 2003SustainableUrbanMobilityPlan 1970s. Thecity’s the city centre of Ghent, was constructed in the early of two major highways (E40 and E17) straight into The urbanhighwayB401, leading fromthecrossing B401 Viaduct Removal 19. Ghent: A PORTFOLIO OFMEASURES approximately 156 km largest student community in Flanders, . The city land area measures hent has over250,000 inhabitants, ofwhich 72,500 are students, making it the

2 in total. FLOW in other cities including and . have beenachieved frommotorwayremovalprojects benefits Similar centre. city the to connection with park, bicycle infrastructure, and public transit routes free up valuable land for new uses, such as a public and walking. The removalofthehighway would also quality, as wellprovide saferconditions for cycling reduce congestionandimproveairenvironmental would This access. traffic distributed evenly more for into thecitycentrebyreroutingvehiclestoaringroad directly traffic vehicular of source major a eliminate The removal ofthe B401 would CONGESTION-RELATED IMPACTS Figure 31 : Ghent B401 viaduct. Credit: Willemen Groep 60

MEASURES FOR MORE THAN ONE MODE B cycling in general, BKK isredesigning the city centre In an effort to support the bike sharing system and period ofoperation. successful first a after stations, 22 by extended was and76dockingstations.In2015thesystem 1,100 bikes The Bubi system wasopenedin September 2014 with to cycling in the city. projects designed to make conditions more conducive bike sharing system and implemented a series of to achievethisgoal,BKKlaunchedBubipublic itsMOL current levelofcycling mode shareis2.3%.Inorder a goalof10%modalshareforcycling by 2030. The of Budapest called BMT Balázs Mór Plan, the city set transport SUMP-based strategyfirst development the length of cycle lanes are increasing steadily as well. In Cycling is increasingly popular in Budapest and the of aBike-Friendly Inner City Comprehensive Development 20. Budapest: taking amorecomprehensiveapproachinconsidering capacity to invite morevehicles,thecityofGhentis As opposedtowideningthehighway and expanding during rush hour and peak hour commuting times. high levelsofvehicularcongestion,particularly The currentstateoftheB401viaduct includesrelatively CONTEXT CONDITIONS for thefuture adaptation to their city. localissues,andofferideas to contributeidentifying also inviteparticipationfromcommunitystakeholders planning process. The public engagement process will between localandregionalauthoritiesthroughoutthe The successofthesemeasureswillrequirecooperation ROLE OFMEASUREBUNDLES A PORTFOLIO OFMEASURES of 1.7 million inhabitants. udapest istheseventhlargest city in theEuropean Union; ithasapopulation FLOW https://mobiliteit.stad.gent/. E17 ViaductandSifferConnection. Enterprise Mobility CityofGhent (2014). projects/en/projects/ch4llenge. Innovation. https://ec.europa.eu/energy/intelligent/ Commission ExecutiveAgencyforCompetitivenessand Urban Mobility Planning, D2.2, D3.2,D5.2.European CH4LLENGE -AddressingKeyChallengesofSustainable Böhler-Baedeker, Susanne and M. Lindenau (2013). FURTHER INFORMATION issues that still need toberesolved. and high parking demand in the city centre are also including network gaps.Moreover, vehiclecongestion Budapest there is still insufficient cycling infrastructure Despite the recent developments, in many areas of reduce bicycle thefts. stations andpublicbuildings to improveparkingand Furthermore, bicycleracks havebeeninstalledatmain which has effectively doubled over thelast 17 years. the lengthoftotalbicycle network was288 km; been openedforcyclistsfrombothdirections).In2014, lanes onone-waystreets(64have junctions, schemes and contraflow bike bike lanenetworkexpansion,boxes atsignalsand measures havealready been implemented,including: road network to be more bike-friendly. Several cycling walking, to movethroughout the city. access tomoreactivemodes,suchascyclingand on improvingurban quality of lifeinconjunction with the redistribution of traffic to other roads and focusing Stad Gent. B401,

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MEASURES FOR MORE THAN ONE MODE number of cyclists, the increasing length of cycle and parents)toengagein cycling.Thebooming focussing on empowering schools (pupils, teachers since BKK participates in IEE STARS project, which is measures. Budapestalsoinvestsincycling education, BKK wasestablishedandstartedtoimplementcycling The bigboomstartedin2010, at thesametimewhen means roughly 100,000 daily cycling trips in Budapest. currently This 1,000%. by grown has traffic cycling of volume since 1994. During the last two decades, the Budapest in traffic cycling of growth shows 34 Figure AND ACTUAL IMPACTS PURPOSE OFTHEMEASURE BKK 2014 Figure 32 A PORTFOLIO OFMEASURES 100 150 200 250 300 50 0 Totaloflength cycling innetwork Budapest 1998 : Developmentofcycling network in Budapest. Source: 154 Figure 34 2002 182 : Change in the volume of cyclist traffic in the inner city. Source: BKK 2014 BKK Source: city. inner the in traffic cyclist of volume the in Change : (km) 2006 212

FLOW 2010 242 2014 288

Transport) Figure 33 impacts ofcyclemeasures on congestion,butthe There has not been a quantitative evaluation on the CONGESTION-RELATED IMPACTS modal share for cycling by 2030. 10% are expectedtohelpsupportreaching the city’s positive impacts ontheproliferation of cycling, and of theMOLBubipublic bike sharing system all have infrastructure and education, and the installation routes, investmentsand development inthecycling : Bikelane in Budapest. Credit: BKK (Centre for Budapest 62

MEASURES FOR MORE THAN ONE MODE with reasonablecyclist mode share.Thedevelopment Budapest isontrack tobecomeacycle friendly city CONTEXT CONDITIONS cycling infrastructure. new the implementing after calmed been has traffic depending on the specific location. In most cases, the on localroadsandintersections,theeffectvaries mixed. Theeffectislowonthemainroads,while are opinions the traffic, motorised the on effect the aswell.Regarding intersections andatroadsegments at level, at network improved has flow traffic cyclist expert questionnaire,itcanbeconcludedthatthe effect ispalpable. According to theresultsofalocal A PORTFOLIO OFMEASURES FLOW uploads/2014/07/BMT.pdf. Balázs Mór Plan.http://www.bkk.hu/wp-content/ BKK Centre forBudapestTransport (2014). FURTHER INFORMATION certainly reachable. continues, the 10% cyclist modal share until 2030 is opportunities for active mode choices.Ifthistrend been significantinimprovingsafetyandoffering of cyclingfacilitiesoverthepastseveral yearshas

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MEASURES FOR MORE THAN ONE MODE A PORTFOLIO OF MEASURES FLOW

04

CONCLUSIONS A PORTFOLIO OF MEASURES FLOW

Conclusions

he cases described in this portfolio illustrate how measures supportive of walking and cycling can be implemented without creating additional congestion, and under certain circumstances can even reduce Tcongestion. In ten of the 20 cases, congestion was reduced, in eight cases, the measure did not affect congestion or no effect could be measured. Only two cases showed a slight increase in vehicle congestion. Congestion reduction could be seen in different types of measures: five of the cases with reduced congestion used infrastructure measures, three contained traffic management measures dan three were mobility management measures.

Table 11 summarises the results of the case study examples.

Impacts on Kind of Effects traffic flow Co-Benefits / Measure Type Case intervention on... of motorised Remarks traffic

increased traffic Cycling 1. NEW YORK: Additional cycling safety, modal infrastructure New bicycle network positive infrastructure shift towards (moving traffic) lanes cycling

Smarter choices interventions and infrastructure increased traffic Cycling 2. BRIGHTON: adjustments, slightly safety, modal infrastructure Lewes Road including the network negative shift towards (moving traffic) corridor conversion of a dual cycling carriageway into a for motorised traffic

slightly increased traffic Cycling 3. GERMANY: negative: Infrastructure safety, modal infrastructure Advisory cycle segment lower speed, adjustment shift towards (moving traffic) lanes depending on cycling circumstances

4. GERMANY: Upgrading of increased traffic Cycling cycling facilities Infrastructure safety, modal infrastructure segment positive following adjustment shift towards (moving traffic) design cycling guidelines

Cycling 5. Additional cycling positive benefit- infrastructure NETHERLANDS: segment positive infrastructure to-cost-ratio (moving traffic) Cycle highways

Cycling 6. Ruhr Area, Shift towards Additional cycling infrastructure Germany: cycle network positive cycling on inter- infrastructure (moving traffic) highway RS1 city commuting

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Greater cycle and Walking pedestrian priority 7. OXFORD: and Cycling at the junction, Roundabout in junction neutral less casualties infrastructure reducing the width city centre (moving traffic) of the circulatory carriageway

8. increased safety Walking STRASBOURG: reallocation of public and reduced Infrastructure Reshaping road segment neutral space travel time for (moving traffic) space at Pont pedestrians Kuss

9. LJUBLJANA: Walking modal shift Pedestrian Extension of Infrastructure network neutral towards walking zones in the pedestrian zones (moving traffic) and cycling city centre

Cycling infrastructure 10. MÜNSTER Additional parking modal shift network neutral (parking and Bicycle station facilities for bicycles towards cycling bike sharing)

11. BORDEAUX: Bike Sharing was Cycling Bike sharing to implemented during infrastructure ease congestion the construction of modal shift network positive (parking and caused by a new tram line, and towards cycling bike sharing) construction expanded due to its works : success

Traffic Timed restriction of 12. BOLZANO: increased travel management vehicular access to segment positive School streets safety strategies specific streets

13. Traffic COPENHAGEN: Rephasing of traffic segment/ Reduces travel management neutral Green wave for lights network time for cyclists strategies cyclists

14. LONDON: The countdown Traffic Pedestrian timers enabled Rephasing of traffic junction/ management countdown at positive pedestrians to lights network strategies traffic signal cross the road junctions quicker

15. modal shift Mobility STOCKHOLM Congestion charge network positive towards public management Congestion transport charge

16. GRONINGEN: Campaign Mobility Campaign promoting slightly no other effects to promote segment Management cycle infrastructure positive measured the use of alternative bike route

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Campaign for 17. LONDON: all travellers for Demand Travel time Mobility reducing, re-timing, management network positive reliability for Management re-moding and “Get ahead of athletes re-routing during the Games” Olympic Games

18. GDYNIA: Promotion Promotion campaign Modal shift Mobility campaign in for walking towards walking, network neutral Management kindergartens and cycling in increased traffic for walking and kindergartens safety cycling

Measures for 19. GHENT: increased Infrastructure expected to be more than one Viaduct network travel time for removal neutral mode deconstruction motorists likely

Comprehensive 20. BUDAPEST: infrastructure Measures for Comprehensive improvements for modal shift more than one network neutral development of cycling, infrastructure towards cycling mode inner city adjustments for motorised traffic

Table 11: Impacts of the interventions in the case studies

The selected cases show that it is possible to take traffic management, mobility management), and their measures to promote walking and cycling potential congestion effects can occur at the level of without needing to fear causing congestion. On the junctions, segments or the whole network. contrary, some even reduce congestion. A clear Furthermore, the interpretation of the outcomes message is that, to be successful, the measures must be carefully designed with respect to specific traffic depends on the definition of congestion in each case. situations and implementation conditions. For example, a reduced speed (either for motorised traffic, due to a modal shift, for walking and cycling In several cases, additional bike lanes or broader compared with motorised traffic) could be considered sidewalks were implemented while narrowing the a negative impact on traffic flow, but as long as it does space for cars (e.g., New York, Strasbourg). These case not exceed a certain threshold, a reduced speed does studies indicate that this can work without causing additional congestion if road width and speed limits not necessarily mean increased congestion. are adjusted accordingly. In cases with additional Finally, there is no commonly accepted standard for walking or cycling infrastructure that doesn’t affect defining multimodal congestion. Such a definition road space (e.g., cycle highways in the Ruhr Area or The would answer the question of how to evaluate a slightly Netherlands), congestion relief effects were observed reduced traffic flow for cars in combination with an or expected. Promotion campaigns that attempt to improved traffic flow for walking and cycling. Thus, it influence a change of routes or travel times (e.g., is difficult to compare the effects of the measures in Groningen, London Olympics) showed positive effects the different cases. on traffic flow. The same could be observed for other traffic management measures such as the access restrictions in Bolzano School Streets or changed THE ROLE OF CO-BENEFITS pedestrian signalling in London. Another relevant aspect that can be seen in the COMPARABILITY ISSUES: DIFFERENT case studies is that most of the measures were not MEASURES, TRAFFIC SITUATIONS AND implemented with the goal of reducing congestion. This DEFINITIONS OF CONGESTION is one reason why it was difficult to quantify congestion reduction in many cases; congestion was not the main The measures were implemented to address different focus and therefore not an important element of the aspects of walking and cycling (infrastructure changes, measure evaluation. But there is another reason why

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it is hard to measure congestion changes after the The case studies show that it is important to integrate implementation of measures supportive of walking measures into a broader concept. To raise the modal and cycling: while many infrastructural changes lead share of walking and cycling and reduce car traffic in to changed capacities for car traffic or for walking and/ order to reduce congestion, improvements like bike or cycling, most of the measures also lead to modal lanes on a single road segment or pedestrian friendly shifts that cannot be observed immediately, but take signalling at a single intersection are not sufficient. some time to occur and are not visible in a short-term Instead, these measures need to be accompanied ex-post evaluation. by consistent networks of footpaths and bike lanes and other measures, including campaigns for walking Almost all of the cases show that there are also other and cycling, traffic restrictions and speed limits for benefits such as modal shift or improved safety. On the motorised traffic, changes of signalling, better quality one hand, these could be seen as simple “co-benefits” walking and cycling infrastructure, bike parking facilities from the perspective of congestion reduction. On the and others, depending on the specific situation in other hand, these effects are interdependent and serve the city. Therefore it is highly recommended that to help reduce congestion in the long run. Most of the cities integrate walking and cycling planning and measures examined can support behaviour change measures into comprehensive transport plans (like in and improve the modal split of non-motorised modes Copenhagen or Münster). over time. The literature also suggests that a modal shift from car traffic towards the more space-efficient For cities with low levels of walking or cycling that modes of walking and cycling has the potential to want to make a start, it can be helpful to implement reduce congestion. adaptable infrastructure in the beginning. Starting with reversible, low-cost measures like painted bike lanes Measures that reduced dangerous interactions (like in Budapest) offers the possibility to learn from between non-motorised and motorised traffic and trial-and-error and provides flexibility if traffic changes increased safety in terms of reduced casualties (e.g. don’t meet the predictions. the cases with wider bike lanes and sidewalks, access restrictions, longer pedestrian phases) In low-speed environments (either by speed limits like make pedestrians and cyclists feel safer and in doing in Brighton or by reshaping of the road space like in so also help to promote a modal shift. Strasbourg or in Oxford) many benefits come together: The flow of motorised traffic is smoother, speed differences between motorised and non-motorised TRANSFERABILITY OF THE RESULTS traffic are lower and thus there is a better chance To understand the transferability of the positive results for self-regulation of traffic without the need for of the cases described in this portfolio, it is necessary separated infrastructure like bike lanes. Additionally, to look at the context conditions where measures with lower danger of severe accidents, walking and were implemented. cycling become more attractive.

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05

REFERENCES A PORTFOLIO OF MEASURES FLOW

References

ollowing are the references for chapters 1, 2, 3, and 5; the Freferences for chapter 4 are found after each case study.

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